Outboard motor including one or more of cowling, water pump, fuel vaporization supression, and oil tank features

ABSTRACT

Embodiments of outboard motors and related systems and components thereof, as well as arrangements of marine vessels implementing same, as well as related methods of operation, use, assembly, and manufacture, and related improvements, are disclosed herein. The outboard motor includes an oil tank feature that allows for desirable oil drainage from the engine of the outboard motor particularly when the outboard motor is in particular (e.g., storage) positions. In at least some embodiments, the outboard motor includes a cowling system in which at least one divider portion separates an interior region into first and second portion, with the transmission and engine respectively being situated in the first and second portions, respectively. Additionally, in at least some embodiments, the outboard motor includes a water pump system in which a water pump is integrated with the transmission. Further, in at least some embodiments, the outboard motor includes a fuel vaporization suppression feature.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is based upon, and claims priority to each of,U.S. provisional patent application No. 61/764,529 filed on Feb. 13,2013 and entitled “Cowling and Water Pump for Outboard Motor”, and alsoU.S. provisional patent application No. 61/840,013 filed on Jun. 27,2013 and entitled “OUTBOARD MOTOR INCLUDING ONE OR MORE OF COWLING,WATER PUMP, FUEL VAPORIZATION SUPPRESSION, AND OIL TANK FEATURES”, andthe contents of each of those two provisional patent applications ishereby incorporated by reference herein.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT FIELD OFTHE INVENTION

The present invention relates to marine propulsion systems and/orrelated methods of making and/or operating such systems, and moreparticularly to outboard motors used as marine propulsion systems(and/or systems or components thereof), alone and/or in combination withmarine vessels with respect to which those motors are implemented,and/or methods of making and/or operating same, and/or methods ofmanufacturing such systems, motors, and components.

BACKGROUND OF THE INVENTION

Current outboard motors or engines employed in relation to marinevessels typically employ an engine coupled to a leg system that mountsthe engine and constrains the engine above the water's surface and a 90°gear case below the water surface. The engine shafting transmits torquethat is downwardly directed to the 90° gear case which in turn supportsa propeller for the creation of horizontal thrust to propel the attachedwatercraft. As such current outboard motors have a cowling system thatsurrounds the engine on all sides thus encasing it and protecting itfrom the environment. One of the significant functions of an outboardmotor (or engine) cowl is to provide or facilitate airflow to theenclosed engine and throttle at relatively low restriction to allow forengine operation and prevent/minimize loss of horsepower due toinadequate air flow.

Although the cowling system of an outboard motor must be capable ofallowing the passage of air to the engine in order to supportcombustion, this airflow into the cowling can be challenging as the aircan be carrying large amounts of entrapped moisture and or liquid waterinto the engine compartment. Indeed, a complication associated withproviding air to the engine is that typically the air provided to theengine is from the outside environment of the motor, which is in directproximity to water of a body of water in which the motor is operating,such that the air entering the motor usually (if not always) includesalong with it some amount of water that is entrapped/entrained with theair. Indeed, an outboard motor can be subjected to following waves ofwater that can cover the cowling system with water and result insignificant water entering into the outboard motor and, regardless ofwave levels, rain water or splashing from the ocean can present liquidwater to the cowl air inlet system. As the engine is enclosed by thecowl system, once water enters the cowl it is important that the waterbe prevented/hindered from entering the engine intake system to avoidnegative effects upon the engine by the ingress of water.

In view of the above, outboard cowling systems such as a cowling system5200 shown in FIG. 52 (Prior Art) are typically carefully designed tominimize inbound water while at the same encouraging airflow to theengine less power losses occur due to intake air restrictions. Thus anair entrance area (air intake) 5202 is normally located high on thecowling system along an upper cowling portion 5206, far from the water'ssurface (and above a lower cowling portion 5208), as determined in partby an arrangement of an upper cover section 5210 along the upper cowlingportion 5206. With such an arrangement, the cowling system 5200 isfashioned in a manner to accept air via an air flow path (or paths) 5212that particular involves passage of air but discourages the entrance ofliquid water. Further, normally upwardly-looking air passages 5204 areprojecting above an internal surface 5214 and are covered from above bythe upper cover section 5210 to prevent/hinder direct ingress of waterinto the outboard motor, as shown. A further development in conventionalcowl systems is the inclusion of an inner liner system that controlsentering air and directs it downwardly to the bottom cowl (lower cowlingportion 5208, which is located above a leg system 5218 of the outboardmotor) where the air/moisture is then released into the cowling system.In this manner the downward path of the air inside the liner is done todirect extra water down to the lower cowl where drains are included torelease the water to the body of water (e.g., ocean) while air isallowed to rise thru the engine compartment (inside space for theengine) 5216 for the engine air intake.

Both of the above-described systems have proven to be effective forvarious sizes of outboard motors with engines up to and including 350horsepower (hp) engines. However, as increased power is accompanied byincreased airflow, these types of intake systems become spatiallyinadequate to provide large amounts of airflow within the compact spaceof the cowling system without creating large airflow restrictions inorder to accomplish the necessary separation of air from water.

In addition to the above concerns, in today's current inboard and sterndrive marine propulsion systems, two types of water pumps are used.First a sea pump lifts water from the ocean and provides it to theengine where a circulation pump then in turn circulates watercontinuously thru the engine block and heat system. The sea pump isnormally rubber belt driven from the crankshaft with external waterhoses connecting to the drive apparatus where water is picked up andreturned to. The sea pump is typically (if not always) composed of amultivane flexible polymer impeller which has a positive displacementfeature at low speed and starting for priming functions and transitionsto a centrifugal pump at speed as the polymer vanes loose contact withthe liner at higher speeds. The circulation pump is typically (if notalways) of rigid centrifugal impeller construction and is attached tothe engine and also rubber belt driven from the crankshaft.

Such sea and circulation pumps operate efficiently together and as suchare widely used both in open cooling systems where sea water is the onlycoolant utilized and in closed coolant systems where sea water iscirculated by the sea pump thru heat exchangers while the circulationpump circulates coolant (glycol types) thru the engine and heatexchanger (much like an automotive system if the radiator were replacedwith a water to water heat exchanger for the sea pump to push sea waterthrough).

Notwithstanding the practicality of such existing arrangements, suchwater pump arrangements in outboard motors nevertheless have somedisadvantages. In particular, given the complexity of such arrangements,such arrangements lack compactness. For example, portions of the waterpumps or associated components (e.g., manifolds associated therewith)can protrude out of the side of the outboard motor/engine or otherwiseextend or be arranged in inconvenient manners. Also, the parts count ofsuch water pump arrangements can be high. Further, durability of sucharrangements can be limited, due to the use of fan belts and othercomponents.

In addition to the above considerations, in contrast to many fuelsystems developed for fuel injected engines in non-marine applications,where fuel is managed so as to be largely or mostly consumed by theengine but yet a portion of the fuel can be returned back to the fueltank, conventional outboard motors typically have fuel systems that havebeen uniquely developed to pull fuel from a boat's fuel tank system andconsume the fuel within the outboard motor's engine without returningfuel to the boat. In many fuel systems, there is a desire to be able toreturn fuel to a fuel tank particularly to allow for “excess” fueloutput by a pressure regulator of the fuel system (serving to regulatefuel pressure) to return to the fuel tank. However the return of fuel toa fuel tank is viewed as problematic in marine applications in the caseof an undetected leakage of fuel (e.g., because of disconnection of afuel line) in the return circuit since, if such a leakage were to occur,the engine could continue to make power and propel the craft in spite ofthe fact that fuel is being lost into the boat without being deliveredto the fuel tank. Indeed, such a problem can be difficult to detect asit does not immediately affect boat operation. Further, it has also beenfound that if leakage occurs on the supply side where fuel is beingdrawn into the engine, air or water is most likely entrained in the fuelline as the pressure in the fuel line on the supply side is depressedbelow atmospheric pressure, thereby enabling flow into the line, whichcan soon affect engine performance. Therefore, outboard motors that aremounted outside the rear of the vessel (i.e., mounted on the transom)have been developed with fuel systems that draw fuel into the engine,but without returning the fuel back across the transom into the boat.

Further in regard to fuel systems, it is also known to employ a vaporseparator device or vapor separating tank (“VST”) within a fuel injectedengine for drawing fuel into the engine without returning fuel to thefuel tank. Such VSTs are equipped with fuel pump(s), fuel filter(s), anda working volume of fuel that is required to supply fuel to the pump(s).This working volume of fuel is either vented or unvented to atmosphericpressure. VSTs separate air from fuel in the working volume of fuel,thus supplying liquid fuel to the fuel pump and venting the vapor or air(that occurs due to pressure depression in the supply line) out of theworking volume of fuel. If air (vapor) is entrained in the fuel, tomeasurable extents, the fuel pump cannot maintain fuel flow or pressure.Fuel temperature can also cause vapor creation and, for at least thisreason, many cooling devices have been incorporated into vaporseparating tanks (“VSTs”) as fuel temperature now causes vapor accordingto the vapor pressure of the fuel. Aside from the use of such VSTs, theother known method of eliminating vapor, other than venting it out toatmosphere, involves pressurizing the working volume of fuel. Ingeneral, therefore, conventional VSTs either vent air out of the systemor pressurize the fuel in the system in order to reliably deliverpressurized fuel to the engine.

Existing types of VSTs more particularly include (1) VSTs that aremechanically-switched (float-needle seat system), (2) VSTs that areelectrically-switched, and (3) VSTs that are proximity-switched. Amechanically-switched VST often includes the following operationalfeatures or characteristics: (a) a high vacuum lift pump draws fuel fromthe onboard tank to the outboard; (b) fuel is delivered into a floatchamber; (c) a float is lifted when there is a sufficient level of fuelin the float chamber; (d) the float acts upon a needle and seat whichshuts off the incoming fuel; (e) the high pressure pump draws fuel fromthe float chamber and delivers it to a regulator; (f) the regulatorallows a set pressure of fuel to pass and returns the excess to thefloat chamber; and (g) pressurized fuel exiting the high pressure pumpis ready to be consumed by the engine. By comparison, anelectrically-switched VST typically includes many of the aforementionedfeatures of a mechanically-switched VST, but differs in that a diaphragmlift pump of the mechanically-switched VST will typically be replacedwith an electric pump in the electrically-switched VST and,additionally, the float actuates an electrical switch opening the powercircuit stopping the lift pump when the float chamber is full. This typeof system can be made to operate without venting the float chamber toatmosphere, as the float and switch do not need an atmosphericreference. Lastly, proximity-switched VSTs typically include many of thesame features or characteristics of mechanically-switched andelectrically-switched VSTs, but further include a proximity switch onthe float valve, or an ultrasonic device that indicates fluid level inthe “float chamber” thereby interrupting the flow of the low pressurepump to halt the overfilling of the float chamber or working fuelvolume.

Additionally, outboard motors have classically been designed toincorporate two cycle engine technology in a number of aspects. As twocycle engines did not require a captive lubricant compartment from whichto draw lubricant or to which to return lubricant (from and to locationswithin the engine), in such engines the lubricant (typically oil) wasadded to the fuel in prescribed ratios and consumed through the courseof normal operation. Yet as emissions regulations have become morestringent, the two-cycle engine, with its inherent disadvantage ofhydro-carbon emissions, has given way to the four-cycle engine. Withthis transition in engine technology came the need for an oil sump fromwhich the engine could pump and return lubricant. As outboard engineshave historically been constructed with the engine being vertical inorientation, that is, with the crankshaft extending vertically, the oilsump has been mounted below the engine in a compartment not common tothe crankcase. The sump additionally has been configured so that the oilwill not flood into the engine as the engine is trimmed, that is,rotated about a horizontal axis perpendicular to the axis of propulsion.Thus, for many conventional outboard motors with such a verticalconfiguration (vertically oriented such that the crankshaft isvertically mounted) traditionally have included these additionalcharacteristics: (1) sump mounted below the engine; (2) the enginecrankcase communicates to the sump, but is not integral with the sump;(3) the sump has a geometry that is tall and thin; (4) the sump will notallow the engine to fill with oil when trimmed to an extent, such asapproximately 70 degrees from horizontal; and (5) cylinders face aft andare tilted toward vertical when trimmed, preventing them from fillingwith oil should any oil be left in the engine during or after tilting.

Notwithstanding the traditional prevalence of vertically-configuredoutboard motors, horizontally-configured outboard motors (that is,outboard motors having a horizontally-oriented engine with ahorizontally-extending crankshaft) have arisen that have somewhatdifferent features, including: (1) an oil sump which is integral withthe crankcase; (2) cylinders that are generally vertically oriented (orin the case of a V-type engine, oriented between 30 to 60 degrees fromvertical); and an (3) an oil sump that is long, narrow, and shallow.Given this arrangement, when the engine is mounted in an outboardconfiguration and tilted (as described above in relation to verticallyoriented engine), the engine oil pours out of the oil sump and into thecrankcase of the engine. Consequently, oil that enters the crankcase canrun into the cylinders as one or more of the cylinders have rotated to anear horizontal position. Yet oil that enters a cylinder can potentiallybe detrimental to the engine, as it can result in bending of theconnecting rods due to hydraulic locking the engine, particularly ifenough oil enters the combustion chamber and is acted upon by thepiston.

Therefore, in view of the above, it would be advantageous if an improvedoutboard motor for use with marine vessels, and/or systems or componentsthereof, and/or methods or processes for operating or using same (and/orrelated methods or processes for manufacturing such an outboard motor,or systems or components thereof), could be developed that addressed oneor more of the above concerns and/or provided one or more other oradditional advantages.

BRIEF SUMMARY OF THE INVENTION

The present inventors have recognized these concerns, and further haverecognized that an improved outboard motor can be developed thatalleviates one or more of these concerns. In at least some exampleembodiments, the present invention relates to an outboard motor for usewith a marine vessel comprising and outboard motor. The outboard motorincludes a transmission, an engine positioned adjacent to thetransmission, and a cowling assembly. The cowling assembly includes atleast one outer formation extending around the transmission and theengine so as to provide a housing therefore, and a wall formationextending within the outer formation between the transmission and theengine so as to form a barrier therebetween, so that an interior withinthe at least one outer formation is divided into a plurality of portionsincluding a first portion and a second portion. The transmission ispositioned at least partly within the first portion and the engine ispositioned at least partly within the second portion.

There exists a space beneath the wall formation so that the firstportion is in fluid communication with the second portion, and the atleast one outer formation includes at least one inlet positioned at orproximate to a top of the at least one outer formation along the firstportion so as to allow the first portion to be in fluid communicationwith a region outside of the outboard motor. The outboard motor isconfigured to allow air to enter the first portion via the at least oneouter formation and to pass from the first portion into the secondportion via the space, whereby, due to the wall formation, the airentering the outboard motor via the at least one inlet must passdownward within the first portion to the space in order for the air toenter into the second portion, and due to the downward movement of theair, at least some water entering the at least one inlet along with theair proceeds downward past the space and does not enter the secondportion.

Additionally in at least some example embodiments, the present inventionrelates to a water pump assembly. The water pump assembly includes apump housing having an inlet and an outlet, a first impeller locatedwithin the pump housing and configured to rotate in a rotational plane,about a first axis of rotation, in a first rotating direction, and asecond impeller located within the pump housing and configured to rotatein the rotational plane, about a second axis of rotation, in a secondrotating direction that is opposite the first rotating direction.

Further in at least some example embodiments, the present inventionrelates to a vapor separating tank (VST) system. The VST system includesa first pump configured to receive fuel at a first pressure from a fuelsource and to output the fuel at a second pressure that is higher thanthe first pressure, and also includes a fuel reservoir coupled to thefirst pump via at least one first linkage so that the fuel at the secondpressure output by the first pump is received at the fuel reservoir.Further, the VST system also includes a second pump coupled to the fuelreservoir via at least one second linkage, where the second pump isconfigured to receive the fuel at the second pressure from the fuelreservoir and to output the fuel at a third pressure that is higher thanthe second pressure, and additionally includes an output port by whichat least some of the fuel at the third pressure can be communicated fromthe VST system to an internal combustion engine. Also, the VST systemfurther includes a first pressure regulator at least indirectly coupledbetween the output port and the fuel reservoir by way of at least onethird linkage so that, if a first pressure differential across the firstpressure regulator exceeds a first predetermined threshold, a firstfluid communication path is at least temporarily established between theoutput port and the fuel reservoir via the first pressure regulator.

Additionally in at least some example embodiments, the present inventionrelates to an outboard motor having a front surface and an aft surfaceand configured to be mounted on a marine vessel having a front to rearaxis, such that the front surface would face the marine vessel and theaft surface would face away from the marine vessel when in a standardoperational position. The outboard motor includes a housing having anupper portion and a lower portion and having an interior, and aninternal combustion engine disposed within the housing interior and thatprovides rotational power output via a crankshaft that extendshorizontally or substantially horizontally in a front-to-rear directionwhen the outboard motor is in the standard operational position, wherethe engine is further disposed substantially or entirely above atrimming axis and is steerable about a steering axis, the trimming axisbeing perpendicular to or substantially perpendicular to the steeringaxis, and the steering axis and trimming axis both being perpendicularto or substantially perpendicular to the front-to-rear axis of themarine vessel. The outboard motor further includes a tank positionedwithin the housing and connected to a crankcase of the engine, whereinthe tank is configured such that little, if any, of an amount of thelubricant is in or provided to the tank when the engine is in thestandard operational position.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an example marine vessel assemblyincluding an example outboard motor;

FIG. 2 is a right side elevation view of the outboard motor of FIG. 1;

FIG. 3 is a rear elevation view of the outboard motor of FIG. 1;

FIGS. 4A and 4B are right side elevation views of alternate embodimentsof the outboard motor of FIG. 1;

FIG. 5 is a further right side elevation view of the outboard motor ofFIG. 1, showing in more detail several example internal components ofthe outboard motor particularly revealed when cowling portion(s) of theoutboard motor are removed;

FIG. 6A is a schematic diagram illustrating in additional detail severalexample internal components of the outboard motor of FIGS. 1 and 5;

FIG. 6B is a further diagram showing an upper portion of the outboardmotor of FIG. 6 an illustrating an example manner of configuring thecowling of the outboard motor to allow for opening and closing of aportion of the cowling so as to reveal internal components;

FIGS. 6C-6E illustrate schematically sealing pan features associatedwith the engine.

FIGS. 7A and 7B are schematic diagrams showing in more detail twoexample embodiments of a first transmission of the outboard motor ofFIG. 6A;

FIG. 7C is a cross-sectional view of an alternate embodiment of a firsttransmission (transfer case) of the outboard motor of FIG. 6A that isconfigured to allow for gear ratio variation, the cross-section beingtaken a long a central plane extending through the central axes of theinput and output shafts of the transfer case;

FIG. 7D is an additional, partially-cutaway, cross-sectional view of anupper portion of the first transmission (transfer case) shown in FIG.7C, the cross-section being taken along a plane extending through thecentral axis of the input shaft of the transfer case but extending askewof the output shaft central axis;

FIG. 7E is a front elevation view of a further alternate embodiment of afirst transmission (transfer case) of the outboard motor of FIG. 6A thatis configured to allow for gear ratio variation and that also includesan integrated oil pump;

FIG. 7F is a cross-sectional view of the further alternate embodiment ofthe first transmission (transfer case) shown in FIG. 7E, taken alongline F-F of FIG. 7E;

FIGS. 7G, 7H, 7I, 7J, and 7K respectively are left side perspective,right side perspective, rear elevation, right side, and front elevationviews of the oil pump that is integrated in the further alternateembodiment of the first transmission (transfer case) of FIGS. 7E and 7F;

FIG. 8 is a schematic diagram showing in more detail an exampleembodiment of a second transmission of the outboard motor of FIG. 6A;

FIGS. 9A-9C are schematic diagrams showing in more detail three exampleembodiments of a third transmission of the outboard motor of FIG. 6A (ora modified version thereof having two counterrotating propellers);

FIG. 10A is a cross-sectional view of a lower portion of the outboardmotor of FIGS. 1-3, 5, and 6A, taken along line 10-10 of FIG. 3, showncutaway from mid and upper portions of that outboard motor;

FIG. 10B is a rear elevation view a gear casing of the lower portion ofthe outboard motor of FIG. 10A, shown cutaway from the remainder of thelower portion;

FIG. 11A is a rear elevation view of upper and mid portions of theoutboard motor of FIGS. 1-3, 5, 6A and 10A-10B, shown with the cowlingof the outboard motor removed to reveal internal components of theoutboard motor including exhaust system components;

FIG. 11B illustrates various exhaust system components of the outboardmotor in additional detail;

FIG. 12 is an enlarged perspective view of the exemplary mounting systemin accordance with embodiments of the present disclosure;

FIG. 13 is an enlarged right side elevational view of the mountingsystem of FIG. 12;

FIG. 14 is an enlarged front view of the mounting system of FIG. 12;

FIG. 15 is a schematic view of the mounting system of FIG. 12 generallyillustrating convergence between the upper mounts and the lower mounts;

FIG. 16 is an enlarged top view of the mounting system of FIG. 12;

FIG. 17 is a cross sectional view taken along line 17-17 of FIG. 13and/or through a tilt tube structure of the mounting system of FIG. 12;

FIG. 18 is a right side view of the outboard motor showing anillustrative outboard motor water cooling system in accordance withembodiments of the present disclosure;

FIG. 19 is a schematic illustration of an alternative arrangement for anoutboard motor water cooling system, in accordance with embodiments ofthe present disclosure;

FIG. 20 is a right side view of the outboard motor including a rigidconnection of multiple motor components or structures to create a rigidstructure in accordance with embodiments of the present disclosure;

FIG. 21 is a reduced right side view of the outboard motor and amounting system for mounting the outboard motor to a marine vessel;

FIG. 22 is a schematic cross sectional view, taken along line 22-22 ofFIG. 21, showing a progressive mounting assembly;

FIGS. 23A-C are schematic illustrations depicting a portion of theprogressive mounting structure of FIG. 21 in operation; and

FIG. 24 is a rear elevation view of example structural supportcomponents and other components of an alternate embodiment of theoutboard motor.

FIG. 25 is a right side elevation view of an example outboard motorhaving a cowling system in accordance with at least some embodimentsherein;

FIG. 26 is a right side elevation cutaway view of a top (or powerhead)portion of the outboard motor of FIG. 1, with a portion of the cowlingsystem removed or sectioned so as to reveal at least some internalcomponents of the outboard motor.

FIGS. 27 and 28 respectively are rear perspective (¾) and frontperspective (¾) cutaway views of the top (or powerhead) portion of theoutboard motor already shown in FIG. 2 (or substantially the same asthat shown in FIG. 2); and

FIG. 29 is a further top view of the top (or powerhead) portion of theoutboard motor of FIG. 1, with a portion of the cowling system removedso as to reveal at least some internal components of the outboard motor;

FIG. 30 shows an example side elevation view of a transmission assemblywith an integrated water pump;

FIG. 31 shows an example rear elevation view of the transmissionassembly and integrated water pump of FIG. 30;

FIG. 32 is a right side cross-sectional cutaway view showing portions ofthe transmission assembly and integrated water pump of FIGS. 30 and 31,particularly, the water pump and lower portions of the transmissionassembly with which the water pump is integrated;

FIG. 33 is a rear cross-sectional view of the water pump of FIGS. 30,31, and 32;

FIG. 34 is an exploded view of the water pump of FIGS. 30, 31, 32, and33; and

FIGS. 35A and 35B are side perspective views of an example vaporseparating tank (VST) system that can be employed in an outboard motorin accordance with an embodiment encompassed herein;

FIG. 36 is an exploded view of components of the VST system of FIGS. 35Aand 35B;

FIGS. 37A-37E are cross-sectional views of the VST system of FIGS. 35Aand 35B, with FIGS. 37A-37D showing cross-sectional views taken alongdifferent respective vertical planes extending through various portionsof the VST system and FIG. 37E showing a cross-sectional view takenalong a horizontal plane extending through a cylindrical axis of asecond (high-pressure) regulator of the VST system;

FIG. 38 is a schematic view of the VST system of FIGS. 35A and 35B inrelation to an internal combustion engine and fuel cooler of an outboardmotor on which the VST system is implemented, and additionally inrelation to a fuel source (e.g., fuel tank) from which the outboardmotor draws fuel, such as a fuel source located on a marine vessel towhich the outboard motor is attached;

FIG. 39 is a schematic view of an alternate embodiment of a VST systemdiffering from that of FIG. 38;

FIGS. 40A, 40B, and 40C are end, left side, and right side elevationviews of an alternate embodiment of a VST system differing form that ofFIGS. 35A and 35B;

FIG. 41 is a further right side elevation view of the outboard motor ofFIG. 25, showing in more detail several example internal components ofthe outboard motor particularly revealed when cowling portion(s) of theoutboard motor are removed (with the outboard motor being shown in afirst or standard operating or operational position), showing in detailseveral example internal components of the outboard motor (againparticularly revealed when cowling portion(s) of the outboard motor areremoved) such as the VST system of FIGS. 35A and 35B and a tank forholding oil, or other lubricant(s), in accordance with embodiments ofthe present disclosure;

FIG. 42 is a front elevation view of the outboard motor of FIG. 41;

FIG. 43 is a rear elevation view of the outboard motor of FIG. 41;

FIG. 44 is a right side elevation view of the outboard motor of FIG. 41,with the outboard motor now shown such that it has been tilted, rotatedand/or otherwise moved and is positioned in a second operating oroperational position;

FIG. 45 is a front elevation view of the outboard motor of FIG. 44, thatis with the outboard motor again shown in the second operating oroperational position;

FIG. 46 is a right side elevation view of the outboard motor of FIG. 41,with the outboard motor now shown such that it has been further tilted,rotated and/or otherwise moved so that it is positioned a thirdoperating or operational position;

FIG. 47 is a front elevation view of the outboard motor of FIG. 46, thatis with the outboard motor again shown in the third operating oroperational position;

FIG. 48 is a right side elevation view of the outboard motor of FIG. 41,with the outboard motor now shown such that it has been still furthertilted, rotated and/or otherwise moved so that it is positioned in afirst storage position, such as a position in which the outboard motorcan be serviced or transported from one location to another;

FIG. 49 is a front elevation view of the outboard motor of FIG. 48, thatis with the outboard motor again shown in the first storage position;

FIG. 50 is a right side elevation view of the outboard motor of FIG. 41,with the outboard motor now shown such that it has been yet stillfurther tilted, rotated and/or otherwise moved so that it is positionedin a second storage position;

FIG. 51 is a front elevation view of the outboard motor of FIG. 48, thatis with the outboard motor again shown in the second storage position;and

FIG. 52 is an illustration of a right side elevation cutaway of view ofupper portions of a Prior Art outboard motor.

DETAILED DESCRIPTION OF THE INVENTION

The present inventors have recognized that vertical crankshaft engines,which are naturally suited for outboard motor applications insofar asthe crankshafts naturally are configured to deliver rotational powerdownward from the engines to the propellers situated at the bottoms ofthe outboard motors for interaction with the water, nevertheless imposeserious limits on the development of higher power systems, because thedevelopment of vertical crankshaft engines capable of achievingsubstantial increases in power output in outboard motor marinepropulsion systems has proven to be very time-consuming, complicated,and costly. Additionally, the present inventors have recognized that itis possible to implement horizontal crankshaft engines in outboard motormarine propulsion systems, and that the use of horizontal crankshaftengines opens up the possibility of using a wide variety of highquality, relatively inexpensive engines (including, for example, manyautomotive engines) in outboard motor marine propulsion systems that canyield dramatic improvements in the levels of power output by outboardmotor marine propulsion systems as well as one or more other types ofimprovements as well.

Relatedly, the present inventors have recognized one or more featuresthat, depending upon the embodiment, can be employed in the design ofoutboard motor marine propulsion systems utilizing horizontal crankshaftengines that can enhance the performance of such systems and allow formore streamlined, more efficient, and otherwise more effectiveintegration of horizontal crankshaft engines in relation to other systemcomponents. For example, in some embodiments, a three-part transmission(including, further for example, a forward-neutral-reverse transmission)can be utilized so as to deliver and allow for the delivery ofrotational power from the engine to the propeller(s). Also for example,in some embodiments, exhaust from the engine can be delivered by way ofexhaust conduit(s) to the gear assembly and out a rear hub proximate apropeller of the assembly. Further for example, in at least someembodiments, some of the water within which the marine vessel issituated can be utilized for cooling of gear portions and/or for coolingthe engine itself, via a heat exchanger. Also for example, the mountingsystem by which the outboard motor is attached to the marine vesselitself can have one or more particular attributes that reflect, and takeadvantage of, the use of a horizontal crankshaft engine.

Further, the present inventors have recognized that a variety ofimplementations and embodiments of transmission devices can beimplemented in one or more such outboard motors. For example,transmission devices can be employed in which one or more internal powertrain components such as one or more gears can be accessed and replacedso as to modify operational parameter(s) of the transmission devices,for example, a gear ratio of a transmission device. This can beachieved, in at least some embodiments for example, by providing a coverportion on the transmission device that can be removed to allow accessof the one or more internal power train components. Further, in somesuch transmission devices, an oil pump can be integrated with thetransmission device and particularly mounted upon a rotating shaftassociated with the transmission device such that, when the transmissionis operating such that the rotating shaft is experiencing rotation, theoil pump pressurizes and outputs oil for use by any one or more of avariety of components that can benefit from such oil.

Additionally, the present inventors have also recognized that one ormore other features can be provided in an outboard motor so as toachieve enhanced performance in one or more respects. Among otherthings, such features can include an enhanced cowling system having aconfiguration that minimizes or reduces the amount of water that canreach water-sensitive internal components of the outboard motor (e.g.,the engine or throttle) and/or, relatedly, facilitates the eliminationor discharge of such water from the outboard motor. More particularly,in one such enhanced cowling system encompassed herein, the cowlingsystem (or cowling) is divided into first and second portions. A firstportion is implemented around the transmission, which is insensitive towater submersion, and air enters the outboard motor via the firstportion. A second portion is enclosed around the engine. Airflowpassages connect the two portions in such a manner as to allow passageof air but discourage passage of water toward the engine.

Also, such features for allowing an outboard motor to achieve enhancedperformance in at least some embodiments can include a water pumpconfiguration that improved upon existing water pump configurations interms of any one or more of enhancing compactness, reducing part count,improving durability, or enhancing other aspects of the outboard motor.In at least some such embodiments, an outboard motor includes an enginemounted circulation pump that is provided with automotive type enginesbut integrates the sea pump into the transmission of the outboard motor.Also, in at least some such embodiments, such an arrangement enhancescompactness, reduces parts count, and/or enhances durability of thewater pumping arrangement by the elimination of external plumbing andrubber belt drive systems.

Additionally, in some embodiments, the outboard motor includes a vaporseparating tank (VST) feature that prevents (or substantially limits)vaporized fuel from reaching the engine or engine combustion chambers.In at least some such embodiments, the VST feature includes a lowpressure pump that pumps fuel received from a fuel source to a fuelmixer or filter, where the fuel exiting the low pressure pump is at alow (or medium) pressure level, and then additionally includes a highpressure pump that receives fuel from the fuel mixer or filter andfurther pressurizes the fuel to a high (or higher) pressure levelsuitable for the engine. Further, in at least some embodiments, theoutboard motor includes an additional oil tank that is positionedproximate the front of the engine and serves to receive oil that willdrain from the engine when the outboard motor is tilted (trimmed) to anon-operating orientation, so as to collect oil and prevent oil fromcollecting (or limit the extent to which oil collects) in any cylindersof the engine during engine storage in the non-operating orientation.

Therefore, numerous embodiments of outboard motors and related systemsand components thereof, as well as arrangements of marine vesselsimplementing same, as well as related methods of operation, use,assembly, and manufacture, and related improvements, are disclosedherein. In at least some embodiments, the outboard motor includes acowling system in which at least one divider portion separates aninterior region into first and second portion, with the transmission andengine respectively being situated in the first and second portions,respectively. Air for use by the engine enters the outboard motor viaair inlets in the first portion, proceeds downward within that portionto a space in the at least one divider portion, and then proceedsthrough the space and upward into the second portion. Additionally, inat least some embodiments, the outboard motor includes a water pumpsystem in which a water pump is integrated with the transmission. Thewater pump includes a single inlet for water that is then driven by twocounterrotating impellers and can ultimately be driven through each ofhigher and lower velocity outlets. Further, in at least someembodiments, the outboard motor includes a fuel vaporization suppressionfeature. Additionally, in at least some embodiments, the outboard motorincludes an oil tank feature that allows for desirable oil drainage fromthe engine of the outboard motor particularly when the outboard motor isin particular (e.g., storage) positions.

Notwithstanding the above comments, it should be understood that,depending upon the embodiment, one or more of these types of featurescan be present and/or one or more of these various features need not bepresent. Further, the present inventors have additionally realized thatone or more of these features can potentially be advantageouslyimplemented in embodiments of outboard motor marine propulsion systemseven though other(s) of these features are not present, and evenpotentially where other types of engines other than horizontalcrankshaft engines are being utilized (or even possibly in somesterndrive or other marine propulsion systems where the engine is notintegrated with the outboard assembly).

Referring to FIG. 1, an example marine vessel assembly 100 is shown tobe floating in water 101 (shown in cut-away) that includes, in additionto an example marine vessel 102, an example outboard motor marinepropulsion system 104, which for simplicity is referred to below moresimply as an outboard motor 104. As shown, the outboard motor 104 iscoupled to a stern (rear) edge or transom 106 of the marine vessel 102by way of a mounting system 108, which is described in further detailbelow. Also described below, the mounting system 108 will be considered,for purposes of the present discussion, to be part of the outboard motor104 although one or more components of the mounting system cantechnically be assembled directly to the stern edge (transom) 106 andthus could also be viewed as constituting part of the marine vessel 102itself. In the present embodiment shown, the marine vessel 102 is shownto be a speed boat although, depending upon the embodiment, the marinevessel can take a variety of other forms, including a variety of yachts,other pleasure craft, as well as other types of boats, marine vehiclesand marine vessels.

As will be discussed in further detail below, the mounting system 108allows the outboard motor 104 to be steered about a steering (verticalor substantially vertical) axis 110 relative to the marine vessel 102,and further allows the outboard motor 104 to be rotated about a tilt ortrimming axis 112 that is perpendicular to (or substantiallyperpendicular to) the steering axis 110. As shown, the steering axis 110and trimming axis 112 are both perpendicular to (or substantiallyperpendicular to) a front-to-rear axis 114 generally extending from thestern edge 106 of the marine vessel toward a bow 116 of the marinevessel.

The outboard motor 104 can be viewed as having an upper portion 118, amid portion 120 and a lower portion 122, with the upper and mid portionsbeing separated conceptually by a plane 124 and the mid and lowerportions being separated conceptually by a plane 126 (the planes beingshown in dashed lines). Although for the present description purposesthe upper, mid and lower portions 118, 120 and 122 can be viewed asbeing above or below the planes 124, 126, these planes are merelyprovided for convenience to distinguish between general sections of theoutboard motor, and thus in certain cases it may be appropriate to referto a section of the outboard motor that is positioned above the plane126 (or plane 124) as still being part of the lower portion 122 (or midportion 120) of the outboard motor view, or to refer to a section of theoutboard motor that is positioned below the plane 126 (or plane 124) asstill being part of the mid portion 120 (or upper portion 118). This isthe case, for example, in the discussion with respect to FIG. 10A.

Nevertheless, generally speaking, the upper portion 118 and mid portion120 can be understood as generally being positioned above and below theplane 124, while the mid portion 120 and lower portion 122 can beunderstood as generally being positioned above and below the plane 126.Further, each of the upper, mid, and lower portions 118, 120, and 122can be understood as generally being associated with particularcomponents of the outboard motor 104. In particular, the upper portion118 is the portion of the outboard motor 104 in which the engine ormotor of the outboard motor assembly is entirely (or primarily) located.In the present embodiment, given the positioning of the upper portion118, the engine therewithin (e.g., internal combustion engine 504discussed below with respect to FIG. 5) particularly can be consideredto be substantially above (or even entirely above) the trimming axis 112mentioned above. Given such positioning, the engine essentially is notin contact with the water 101 during operation of the marine vessel 102and outboard motor 104, and advantageously the outside water 101 doesnot tend to enter cylinder ports of the engine or otherwisedeleteriously affect engine operation. Such positioning further isdesirable since, by positioning the engine above the trimming axis 112,the mounting system 108 and the transom 106 to which it is attached canbe at a convenient (e.g., not-excessively-elevated) location along themarine vessel 102.

By comparison, the lower portion 122 is the portion that is typicallywithin the water during operation of the outboard motor 104 (that is,beneath a water level or line 128 of the water 101), and among otherthings includes a gear casing (or torpedo section), as well as apropeller 130 as shown (or possibly multiple propellers) associated withthe outboard motor. The mid portion 120 positioned between the upper andlower portions 118, 122 as will be discussed further below can include avariety of components and, among other things in the present embodiment,will include transmission, oil reservoir, cooling and exhaustcomponents, among others.

Turning next to FIGS. 2 and 3, a further side elevation view (right sideelevation view) and rear view of the outboard motor 104 of FIG. 1 areprovided. It will be understood that the left side view of the outboardmotor 104 is in at least some embodiments a mirror image of the rightside view provided in FIG. 2. In particular, FIGS. 2 and 3 again showthe outboard motor 104 as having the upper portion 118, mid portion 120and lower portion 122 separated by the planes 124 and 126, respectively.Further, the steering axis 110 and trimming (or tilt) axis 112 are alsoshown. The mounting system 108 is particularly evident from FIG. 2, asis the propeller 130 (which is not shown in FIG. 3). FIGS. 2 and 3particularly show several features associated with an outer housing orcowling 200 of the outboard motor 104. Among other things, the cowling200 includes air inlet scoops (or simply air inlet) 202 along upper sidesurfaces of the upper portion 118 of the outboard motor 104, one ofwhich is shown in the right side elevation view provided in FIG. 2 (itbeing understood that a complimentary air inlet is provided on the leftside of the cowling 200). In the present embodiment, the air inletscoops 202 extend in a rearward-facing direction and serve as an entryfor air to be used in the engine of the outboard motor 104 (see FIG. 5).The high positioning of the air inlet scoops 202 reduces the extent towhich seawater can enter into the air inlets.

Additionally as shown, also formed within the cowling 200 are exhaustbypass outlets 204, which are shown in further detail in FIG. 3 to berearward-facing oval orifices in the upper portion 118 of the outboardmotor 104 extending into the cowling 200. As discussed further below,the exhaust bypass outlets 204 in the present embodiment serve asauxiliary (or secondary) outlets for exhaust generated by the engine ofthe outboard motor 104. As such, exhaust need not always (or ever) flowout of the exhaust bypass outlets 204, albeit in the present embodimentit is envisioned that under at least some operational circumstances theexhaust will be directed to flow out of those outlets.

Further as evident from FIG. 2, the lower portion 122 of the outboardmotor 104 includes a gear casing (or torpedo) 206 extending along anelongated axis 208 about which the propeller 130 spins when driven.Downwardly-extending from the gear casing 206 is a downwardly-extendingfin 210. Referring particularly to FIG. 3, it should further beunderstood that an orifice (actually multiple orifices as discussedfurther with respect to FIGS. 10A and 10B) 302 is formed at arearward-most end or hub 212 of the gear casing 206 that surrounds apropeller driving output shaft 212 extending along the axis 208. As willbe discussed further below, this orifice 302 forms a primary exhaustoutlet for the outboard motor 104 that is the usual passage out of whichexhaust is directed from the engine of the outboard motor (as opposed tothe exhaust bypass outlets 204).

Referring additionally to FIGS. 4A and 4B, first and second alternateembodiments 402 and 404, respectively, of the outboard motor 104 areshown. Each of these alternate embodiments 402, 404 is substantiallyidentical to the outboard motor 104 shown in FIG. 2, except insofar asthe mid portion 120 of the outboard motor 104 is changed in itsdimensions in each of these other alternate embodiments. Moreparticularly, a leg lengthening section 408 of a mid portion 410 of thefirst alternate embodiment 402 of FIG. 4A is shortened relative to thecorresponding leg lengthening section of the mid portion 120 of theoutboard motor 104, while a leg lengthening section 412 of a mid portion414 of the second alternate embodiment 404 of FIG. 4B is elongatedrelative to the corresponding section of the mid portion 120 of theoutboard motor 104. Thus, with such variations, the positioning of thelower portion 122 can be raised or lowered relative to the upper portion118 depending upon the embodiment and particularly the leg lengtheningsection of the mid portion.

Turning to FIG. 5, a further right side elevation view of the outboardmotor 104 is provided that differs from that of FIG. 2 at least insofaras the cowling 200 (or, portions thereof) is removed from the outboardmotor to reveal various internal components of the outboard motor,particularly within the upper portion 118 and mid portion 120 of theoutboard motor. At the same time, the lower portion 122 of the outboardmotor 104 is viewed from outside the cowling 200 of the outboard motor,as is a lower section of the middle portion 120 that can be termed amidsection 502 of the middle portion 200. Again though, above themidsection 502, various internal components of the outboard motor 104are revealed. As with the views provided in FIG. 2 and FIG. 4, the viewin FIG. 5 is the mirror image (or substantially a mirror image) of theleft side elevation view that would be obtained if the outboard motorwere viewed from its opposite side (with the cowling removed).

More particularly as shown in FIG. 5, an engine 504 of the outboardmotor 104 is positioned within the upper portion 118 of the outboardmotor, entirely or at least substantially above the trimming axis 112 asmentioned earlier. In at least some embodiments, and in the presentembodiment, the engine 504 is a horizontal crankshaft internalcombustion engine having a horizontal crankshaft arranged along ahorizontal crankshaft axis 506 (shown as a dashed line). Further, in atleast some embodiments and in the present embodiment, the engine 504 notonly is a horizontal crankshaft engine, but also is a conventionalautomotive engine capable of being used in automotive applications andhaving multiple cylinders and other standard components found inautomotive engines. More particularly, in the present embodiment, theengine 504 particularly is an eight-cylinder V-type internal combustionengine such as available from the General Motors Company of Detroit,Mich. for implementation in Cadillac (or alternatively Chevrolet)automobiles. Further, the engine 504 in at least some embodiments iscapable of outputting power at levels of 550 horsepower or above, and/orpower within the range of at least 557 horsepower to at least 707horsepower.

As an eight-cylinder engine, the engine 504 has eight exhaust ports 508,four of which are evident in FIG. 5, emanating from the left and rightsides of the engine. The four exhaust ports 508 emanating from the rightside of the engine 504 particularly are shown to be in communicationwith an exhaust manifold 510 that merges the exhaust output from theseexhaust ports into an exhaust channel 512 that leads downward from theexhaust manifold 510 to the midsection 502. It will be understood that acomplimentary exhaust manifold and exhaust channel are provided on theleft side of the engine to receive the exhaust from the correspondingexhaust ports on that side of the engine. As will be described infurther detail below, both of the exhaust channels (including theexhaust channel 512) upon reaching the midsection 502 further arecoupled to the lower portion 122 at which the exhaust is ultimatelydirected through the gear casing 206 and out the orifice 302 serving asthe primary exhaust outlet. It should further be noted that, given theuse of the horizontal crankshaft engine 504, all of the steam reliefports associated with the various engine cylinders are at a shared, highlevel, above the crankshaft (all or substantially all steam in theengine therefore rises to a shared engine level). Also the accessorydrive and heat exchanger system are accessible at the front of theengine 504 (particularly when the lid portion of the cowling 200 israised as discussed further below). In addition to showing theaforementioned components, FIG. 5 additionally shows a transfer case 514within which is provided a first transmission as discussed furtherbelow, and a second transmission 516 that is located below the engine504.

Further, FIG. 5 shows the mounting system 108, including a lowermounting bracket structure 518 of the mounting system 108 by which themidsection 502 of the mid portion 120 of the outboard motor 504 islinked to the mounting system, and also an upper mounting bracket 520 bywhich the mounting system is attached to an upper section of the midportion 120. An elastic axis of mounting 519 is provided and passesthrough the upper mounting bracket 520 and the lower mounting bracket518. In at least some embodiments, the center of gravity of the engine504 is in line with the elastic axis of mounting. Also FIG. 5 shows alower water inlet 522 positioned along a front bottom section of thegear casing 206 forward of the fin 210, as well as an upper water inlet524 and associated cover plate 526 provided near the front of the lowerportion 122, about midway between the top and bottom of the lowerportion. The lower and upper water inlets 522, 524 and associated coverplates 526 (there is also a corresponding upper water inlet andassociated cover plate on the left side of the lower portion 122) arediscussed further with respect to FIG. 10A. All of these components, andadditional components of the outboard motor 104, are discussed anddescribed in further detail below.

Turning to FIG. 6A, a further right side elevation view of the outboardmotor 104 is provided in which the relationship of certain internalcomponents of the outboard motor are figuratively illustrated inphantom. More particularly as shown, the outboard motor 104 again isshown to include the engine 504 (this time as represented by a dashedoutline in phantom) within the upper portion 118 of the outboard motor.Further as illustrated, rotational power output from the engine 504 isdelivered from the engine and to the propeller 130 of the outboard motorby way of three distinct transmissions. More particularly as shown,rotational output power is first transmitted outward from a rear face602 of the engine 504, along the crankshaft axis 506 as represented byan arrow 604, to a first transmission 606 shown in dashed lines (thepower being transmitted by the crankshaft, not shown). A flywheel 607 ofthe outboard motor 104 is further positioned between the rear of theengine 504 and the first transmission 606, on the crankshaft, forrotation about the crankshaft axis 506.

Referring additionally to FIG. 6B, an additional cutaway view of theupper portion 118 of the outboard motor 104 shown in FIG. 6A is providedso as to particularly illustrate a portion of the cowling 200, shown asa cowling portion 650, that is hinged relative to the remainder of thecowling by way of a hinge 652. As a result of the particular manner inwhich the cowling portion 650 is hingedly coupled to the remainder ofthe cowling 200, the cowling portion 650 is able to be opened in amanner by which the cowling swings upward and aftward relative to theremainder of the cowling, in a direction represented by an arrow 654.Thus, the cowling portion 650 can take on both a closed position (shownin FIG. 6B in solid lines) and an open position (shown in dashed lines),as well as positions intermediate therebetween. Further, because thecowling portion 650 includes a front side 656 that extends all or almostall of (or a large portion of) the height of the upper portion 118 ofthe outboard motor 104, opening of the cowling portion in this mannerallows the engine 504 to be largely exposed and particularly for a frontportion 658 of the engine 504 and/or a top portion 660 of the engine tobe easily accessed, and particularly easily accessed by a servicetechnician or operator standing at the stern of the marine vessel 102 towhich the outboard motor 104 is attached. In embodiments where theengine 504 is a horizontal crankshaft engine, particularly an automotiveengine as mentioned above, servicing of the engine (and particularlythose portions or accessories of the engine that most commonly areserviced, such as oil level, spark plugs, belts, and/or variouselectrical components) can be particularly facilitated by thisarrangement. Also, an accessory drive, extending from the front of theengine 504, along with an associated accessory drive belt, can beaccessed in this manner.

Referring again to FIG. 6A, the purpose of the first transmission 606 isfirst of all to transmit the rotational power from the crankshaft axis506 level within the upper portion 118 of the engine 104 to a lowerlevel corresponding to a second transmission 608 (also shown in dashedlines) within the mid portion 120 of the outboard motor 104 (the upperportion 118 and middle portion 120 again being separated by the plane124). Thus, an arrow 610 is shown connecting the arrow 604 with afurther arrow 612 at a set level 611 of the second transmission 608. Thearrow 612, which links the arrow 610 with the second transmission 608,is representative of a shaft or axle (see FIG. 7) linking the firsttransmission 606 with the second transmission 608, by which rotationalpower is communicated in a forward direction within the outboard motor104 from the first transmission to the second transmission.Additionally, a further arrow 614 then represents communication of therotational power downward again from the level of the secondtransmission 608 within the mid portion 120 to a third transmission 616within the gear casing 206 of the lower portion 122. In accordance withat least one aspect, the gear casing 206 has a center of pressure 207that is aft of the elastic axis of mounting (FIG. 5). Finally, asindicated by an arrow 618, rotational power is communicated from thethird transmission 616 aftward (rearward) from that transmission to thepropeller 130 along the axis 208. It can further be noted that, giventhis arrangement, the flywheel 607 mentioned above is aft of the engine504, forward of the first transmission 606, and above each of the secondand third transmissions 608 and 616. In at least some embodiments, anoil pump is provided that is concentrically driven by the enginecrankshaft.

Thus, in the outboard motor 104, power output from the engine 504follows an S-shaped route, namely, first aftward as represented by thearrow 604, then downward as represented by the arrow 610, then forwardas represented by the arrow 612, then downward again as represented bythe arrow 614 and then finally aftward again as represented by the arrow618. By virtue of such routing, rotational power from the horizontalcrankshaft can be communicated downward to the propeller 130 even thoughthe power take off (that is, the rotational output shaft) of the engineis proximate the rear of the outboard motor 104/cowling 200. Although itis possible that, in alternate embodiments, rotational power need not becommunicated in this type of manner, as will be described further below,this particular manner of communicating the rotational power via thethree transmissions 606, 608, 616 is consistent with, and makespossible, a number of advantages. Additionally, it should further benoted that in FIG. 6A, a center of gravity 617 of the engine 504 isshown to be above the crankshaft axis 506, and a position of themounting pad for the engine block 620 is also shown (in phantom) to belocated substantially at the level of the crankshaft axis 506.

In addition to showing the above features of the outboard motor 104particularly relating to the transmission of power within the outboardmotor, FIG. 6A also shows certain aspects of an oil system of theoutboard motor 104. In particular, in the present embodiment, it shouldbe understood that each of the engine 504, the first transmission 606,the second transmission 608, and the third transmission 616 includes itsown dedicated oil reservoir, such that the respective oil sources foreach of these respective engine components (each respective transmissionand the engine itself) are distinct. In this regard, the oil reservoirsfor the first transmission 606 and third transmission 616 can beconsidered part of those transmissions (e.g., the reservoirs can be thebottom portions/floors of the transmission housings). As for the engine504, an engine oil reservoir 622 extends below the engine itself, and inthis example extends partly into the mid portion 120 of the outboardmotor 104 from the upper portion 118. Notwithstanding the presentdescription, the engine oil reservoir 622 can also be considered to bepart of the engine itself (in such case, the engine 504 is substantiallyalbeit possibly not entirely above the trimming axis 112; alternatively,the engine oil reservoir 622 can be considered distinct from the engineper se, in which case the engine is entirely above the trimming axis).In accordance with other embodiments of the present disclosure, a drysump (not shown) can be provided, separate and apart from the engine oilreservoir 622. And in accordance with embodiments of the presentdisclosure, a circulation pump is provided, for example, as part of theengine to circulate glycol, or a like fluid.

Further, FIG. 6A particularly shows that a second transmission oilreservoir 624 is positioned within the mid portion 120 of the outboardmotor 104, beneath the second transmission 608. This positioning isadvantageous for several reasons. First, as will be discussed furtherbelow, the positioning of the second oil transmission reservoir 624 atthis location allows cooling water channels to pass in proximity to thereservoir and thus facilitates cooling of the oil within that reservoir.Additionally, the positioning of the second oil transmission reservoir624 at this location is advantageous in that it makes use of interiorspace within the mid portion 120 which otherwise would serve little orno purpose (other than as a housing for the shaft connecting the secondand third transmissions and for cooling and exhaust pathways asdiscussed below), as a site for storing oil that otherwise would bedifficult to store elsewhere in the outboard motor. Indeed, because asdiscussed below the second transmission 608 is a forward-neutral-reverse(FNR) transmission, that transmission utilizes a significant amount ofoil (e.g., 10 quarts or 5 Liters) and storage of this amount of oilrequires a significant amount of space, which fortunately is found atthe mid portion 120 (within which is positioned the second oiltransmission reservoir 624 capable of holding such amounts of oil).

Turning next to FIGS. 6C-6D, additional features of the outboard motor104 are shown, particularly in relation to the cowl 200 and a watertightsealing pan beneath the engine 104. As illustrated particularly in FIG.6C (which shows a cutaway view of the upper portion 118), the cowl 200particularly serves to house the engine 504 and serves to separate theengine compartment from other remaining portions of the outboard motor104 to provide a clean and dry environment for the engine. For thispurpose, in combination with the cowl 200, the outboard motor 104additionally includes a substantially watertight sealing pan 680 that ispositioned beneath the engine 504. Referring additionally to FIG. 6D,which schematically provides a top view of the watertight sealing pan680. In particular as shown, the watertight sealing pan 680 includesvalves 682 that allow water that resides in the watertight sealing panto exit the watertight sealing pan, but that preclude water fromreentering the watertight sealing pan. As for FIG. 6E, a furtherschematic view illustrates a rights side view of the upper portion 118and a section of the mid portion 120 to illustrate how the exhaustconduits 512 pass through holes separate from the first transmission 606through the sealing pan.

Turning next to FIGS. 7A-9C, internal components of the first, secondand third transmissions 606, 608 and 616 are shown. It should beunderstood that, notwithstanding the particular components shown inFIGS. 7A-9C, it is envisioned that the first, second and thirdtransmissions can take other forms (with other internal components) inother embodiments as well. Particularly referring to FIG. 7A, both arear elevation view and also a right side elevation view (correspondingrespectively to the views provided in FIG. 3 and FIG. 2) of internalcomponents 702 of the first transmission 606 are shown. In thisembodiment, the first transmission 606 is a parallel shaft transmissionthat includes a series of first, second and third gears 704, 706 and708, respectively, that are each of equal diameter and are arranged toengage/interlock with one another in line between the crankshaft axis506 and the level 611 previously discussed with reference to FIG. 6A.All three of the first, second and third gears 704, 706 and 708 arehoused within an outer case 710 of the first transmission 606. An axisof rotation 712 of the second gear 706 positioned in between the firstgear 704 and the third gear 708 is parallel to the first axis 506 andlevel 611, and all of the first axis 506, level 611 and axis of rotation712 are within a shared vertically-extending or substantiallyvertically-extending plane.

As will be understood, because there are three gears, rotation of thefirst gear 704 in a first direction represented by an arrow 714 (in thiscase, being counterclockwise as shown in the rear view) producesidentical counterclockwise rotation in accordance with an arrow 716 ofthe third gear 708, due to intermediary operation of the second gear706, which rotates in the exact opposite (clockwise) directionrepresented by an arrow 718. Thus, in this embodiment, rotation of acrankshaft 720 of the engine (as shown in cutaway in the side elevationview) about the crankshaft axis 506 produces identical rotation of anintermediate axle 722 rotating about the level 611, the intermediaryaxle 722 linking the third gear 708 with the second transmission 608.

Although in the present embodiment of FIG. 7A, each of the first, secondand third gears 704, 706 and 708 are of equal diameter, in otherembodiments the gears can have different diameters such that particularrotation of the crankshaft 720 produces a different amount of rotationof the intermediary axle 722 in accordance with stepping up or steppingdown of gear ratios. In addition, depending upon the embodiment, thenumber of gears linking the crankshaft 720 with the intermediary axle722 need not be three. If an even number of gears is used, it will beunderstood that the intermediary axle will rotate in a directionopposite that of the crankshaft. Further, in at least some embodiments,the particular gears employed in the first transmission can be varieddepending upon the application or circumstance, such that the outboardmotor 104 can be varied in its operation in real time or substantiallyreal time. For example, a 3-gear arrangement can be replaced with a5-gear arrangement, or a 3 to 2 step down gear ratio can be modified toa 2 to 3 step up ratio.

Notwithstanding the embodiment of the first transmission 606 shown inFIG. 7A, in an alternate embodiment of the first transmission shown inFIG. 7B as a transmission arrangement 730, internal components 732 ofthe transmission include a chain 734 that links a first sprocket 736with a second sprocket 738, where the first sprocket 736 is driven by acrankshaft 740 and the second sprocket 738 drives an intermediary axle742 (intended to link the second sprocket 738 to the second transmission608). Due to operation of the chain 734, rotation of the crankshaft 740in a particular direction produces identical rotation of theintermediary axle 742. Also as shown, the chain 734 and sprockets 736,738 are housed within an outer case 744.

Notwithstanding the embodiments shown in FIGS. 7A-7B, it should beunderstood that a variety of other transmission types can be employed inother embodiments to serve as (or in place of) the first transmission606. For example, in some embodiments, a first wheel (or pulley) drivenby the crankshaft (power take off from the engine 504) can be coupled toa second wheel (or pulley) for driving the intermediate axle (fordriving the second transmission 608) by way of a belt (rather than achain such as the chain 734). In still another embodiment, a 90 degreetype gear driven by the crankshaft can drive another 90 degree type gearin contact with that first 90 degree gear, and that second 90 degreegear can drive a further shaft extending downward (e.g., along the arrow610 of FIG. 6A) so as to link that second gear with a third 90 degreegear that is located proximate the level 611. The third 90 degree gearcan turn a fourth 90 degree gear that is coupled to the intermediaryaxle and thus provides driving power to the second transmission 608.

Additionally, as already noted, in at least some embodiments, theparticular gears (or other components) employed in the firsttransmission can be varied depending upon the application orcircumstance, such that the gear ratio between the input and output ofthat first transmission can be varied and such that the outboard motor104 can consequently be varied in its operation in real time orsubstantially real time. One further example of a first transmissionthat particularly allows for such gear ratio variation is shown to be atransfer case 751 in FIGS. 7C and 7D, where the transfer case 751 isconfigured to be coupled (and mounted in relation) to the engine 504 toreceive input power therefrom, and also to the second transmission 608(to which output power from the transfer case is provided).

As shown, in this embodiment, the transfer case 751 includes an inputshaft 758, a first change gear 760, a second change gear 765, anintermediate shaft 771, a further gear 766, an additional gear 772, alay shaft 773, a final output gear 774, and an output shaft 775. Thefirst change gear 760 is particularly mounted upon the input shaft 758by way of a splined coupling, and the second change gear 765 is mountedupon the intermediate shaft 771 also via a splined coupling. Duringnormal operation, the transfer case 751 operates by transmitting powerreceived from the engine 504 via the input shaft 758. Rotation of theinput shaft 758 drives rotation of the first change gear 760, whichmeshes with and consequently drives the second change gear 765. Power isthen transmitted from the second change gear 765 by way of theintermediate shaft 771 to the further gear 766, which is also mountedupon the intermediate shaft 771. The further gear 766 drives theadditional gear 772 that is mounted to the lay shaft 773. The additionalgear 772 in turn meshes with and drives the final output gear 774, whichis mounted to the output shaft 775, thus allowing for the delivery ofoutput power from the output shaft that can be provided to the secondtransmission 608.

Further as shown, the transfer case 751 has particular features thatfacilitate modification of gear/power train components within thetransfer case. The transfer case 751 has a primary cover 752 that servesas a housing that surrounds and encloses the transfer case and thegears/power train components therewithin (including the aforementionedfirst change gear 760, second change gear 765, intermediate shaft 771,further gear 766, additional gear 772, lay shaft 773, final output gear774, and at least portions of the input shaft 758 and output shaft 775).However, as should be particularly evident from FIG. 7D, the primarycover 752 does not entirely enclose all of the gears/power traincomponents but rather has an orifice 790 at an upper rear-facing regionof the primary cover by way of which the first and second change gears760, 765 are accessible from outside of the primary cover to allow formodifications to the gears/power train components so as to result ingear ratio modifications. So that the gears/power train components canbe fully enclosed (and protected from the outside environment) once adesired arrangement and gear ratio have been achieved, the transfer case751 additionally includes a change gear (or simply gear) cover 753,which can be assembled to the primary cover 752 (e.g., by way of boltsor other fastening structures) so as to cover over the orifice 790. Thegear cover 753 in the present embodiments additionally serves to supportsome of the gear/power train components of the transfer case 751 when itis assembled to the primary cover 752.

In addition to the above, FIGS. 7C and 7D show further features of thetransfer case 751 and gears/power train components therewithin. Moreparticularly, the respective first change gear 760 can be securelyfastened to the input shaft 758 via a first nut 761 (see FIG. 7D) andthe second change gear 765 can be securely fastened to the intermediateshaft 771 by way of a second nut (which is not shown, but should beunderstood to be of the same type as the first nut and at a location inrelation to the second change gear that corresponds to the location ofthe first nut relative to the first change gear). Additionally as shown,each of the input shaft 758 and the intermediate shaft 771 issuspended/supported within (or relative to) the transfer case 751 by wayof a respective pair of roller bearing assemblies 791 respectivelypositioned at opposite ends of the respective shaft within the transfercase (at opposite ends proximate the front and rear of the transfer case751). More particularly, the input shaft 758 is supported by a firstroller bearing assembly 792 located proximate the front of the transfercase 751 that includes an outer cup 755 and a cone 756 on the shaft 758,plus a shim 754, and a second roller bearing assembly 793 locatedproximate the rear of the transfer case 751 that includes an outer cup763 and a cone 762 on the shaft 758, plus a shim 764. Similarly, theintermediate shaft 771 is supported by a third roller bearing assembly794 located proximate the front of the transfer case 751 that includesan outer cup 767 and a cone 797 on the shaft 771, plus a shim 768, and afourth roller bearing assembly 795 located proximate the rear of thetransfer case 751 that includes an outer cup 770 and a cone 798 on theshaft 771, plus a shim 769.

The bearing assemblies 791 (792, 793,794, and 795) are particularly setto the appropriate pre-load level by way of the shims 754, 764, 768, and769 (in other words, the bearings partiality to the appropriate pre-loadlevel with the shims). It can be further noted that, in the presentembodiment, the first change gear 760 is spaced apart from the firstbearing assembly 792 by way of a cylindrical spacer 759, but is spaced(kept) apart from the second bearing assembly 793 by way of the nut 761.By comparison, the second change gear 765 is spaced part from the thirdbearing assembly 794 by way of the further gear 766, and spaced (kept)part from the fourth bearing assembly 795 by way of the second nutmentioned above (not shown). Finally, it should be appreciated from FIG.7C that each of the lay shaft 773 and output shaft 775 also aresupported by way of respective pairs of bearing assemblies As shown, thelay shaft 773 is particularly supported by a fifth bearing assembly 776proximate the front of the transfer case 751 and a sixth bearingassembly 777 proximate the rear of the transfer case, and that theoutput shaft 775 is supported by a seventh bearing assembly 779proximate the front of the transfer case and an eighth bearing assembly778 proximate the rear of the transfer case. In this embodiment, each ofthe bearing assemblies includes a respective shim 780 (although the samereference numeral 780 is used for simplicity in referring to each ofthese shims, it should be appreciated that the respective shims used foreach bearing can be different from the others), and also each of thebearing assemblies includes a respective outer cup and respective cone.

Given the design shown in FIGS. 7C and 7D, with the gear cover 753removed from the primary cover 752, the first and second change gears760 and 765 can be selected and modified to vary the gear ratio asrequired depending on the application. In particular, the first changegear 760 can be removed and replaced as desired without changing theshimming of the roller bearing assemblies 792, 793 (or bearing set) onthe input shaft 758. Also, the same method of shimming and changing ofthe second change gear 765 can be performed in relation to theintermediate shaft 771 without changing the shimming of the rollerbearing assemblies 794, 795 (bearing set) associated with that shaft.For example, although in the present example embodiment of the transfercase 751 shown in FIGS. 7C and 7D the first and second change gears 760and 765 have the same (or substantially the same) diameter as oneanother, the first change gear 760 can be replaced with a firstreplacement change gear (not shown) having a larger (or smaller)diameter than the first change gear 760 and the second change gear 765can be replaced with a second replacement change gear (not shown) havinga smaller (or larger) diameter than the second change gear 765 so as tovary the gear ratio between the input shaft 758 and the intermediateshaft 771 from a 1:1 (or substantially 1:1) ratio to a ratiosubstantially less than (or greater than) a 1:1 ratio. Also for example,if the transfer case 751 initially has a first change gear that islarger (or smaller) in diameter than the second change gear, the firstand second change gears can be replaced so that the first change gear issmaller (or larger) in diameter than the second change gear (or so thatthe first and second change gears share the same diameter), so as effectadditional changes in gear ratio.

Using this approach, therefore, variations in the gear ratio of thetransfer case 751 can be accomplished simply by removing the gear cover753, removing the two retaining nuts (one of which is shown as the nut761) from the shafts 758, 771, changing/replacing of one or both of thechange gears 760, 765, placing the retaining nuts (or possibly othernuts or other fasteners differing from the original ones) back onto theshafts to retain the changed/replacement gears, and reassembling thegear cover 753 onto the remainder of the transfer case 751 (e.g., ontothe primary cover 752). The gears 760, 765 and thus the associated gearratio of the transfer case 751 can consequently be changed withoutaffecting the pre-load torque of the shafts 758, 771. An advantage ofthis design is that, in contrast to many conventional transfer casedesigns, which require that the transfer case be separated completelyfrom the engine and transmission in order to check a preload shaft, thepresent embodiment of FIGS. 7C and 7D particularly eliminates thisdisassembly requirement.

Notwithstanding the particular discussion provided with respect to FIGS.7C and 7D, a variety of alternate embodiments are also possible. Forexample, in some alternate embodiments, the respective shims on one orthe other of the ends of one or both of the input and intermediateshafts 758, 771 can be eliminated from the roller bearing assemblies 791at those respective end(s). That is, in one such alternate embodiment,the shim 754 can be present while the shim 764 is absent, or vice-versa.Likewise, in alternate embodiments shims can be absent from one or theother of the bearing assemblies used to support one or both of theshafts 773 and 775. Also, although in the embodiment of FIGS. 7C and 7Dremoval of the gear cover 753 allows for access andmodification/replacement of the first and second change gears 760, 765(as well as possibly one or more of the associated components, such asone or more components of the bearing assemblies 791 such as one or moreof the shims 754, 764, 768, 769), in other embodiments the gear cover753 and primary cover 752 (e.g., in terms of the size of the orifice790) can be modified to allow for accessing and modification/replacementof one or more of the other gears 766, 772, 774 and associated powertrain components (again such as one or more of the associated bearingassemblies and components thereof such as one or more shims). Also, inother embodiments, the numbers and/or types of gears and associatedpower train components in the transfer case can be varied.

Referring to FIGS. 7E and 7F, in still an additional alternateembodiment of the first transmission 606, the first transmission can be(or include) a transfer case 1751 that includes an integrated oil pump1780. FIG. 7E particularly shows a front elevation view of the transfercase 1751 and FIG. 7F shows a cross-sectional view of the transfer case1751 taken along line F-F of FIG. 7E (with the view directed so as toallow for viewing of portions of a right half of the transfer case). Asis evident from FIG. 7F in particular, the transfer case 1751 includes anumber of components that correspond to the same or substantially thesame components of the transfer case 751 of FIGS. 7C and 7D. Among otherthings, the transfer case 1751 includes a first change gear 1760, secondchange gear 1765, intermediate shaft 1771, further gear 1766, additionalgear 1772, lay shaft 1773, final output gear 1774, and at least portionsof an input shaft 1758 and output shaft 1775 that respectivelycorrespond to (and are identical to or substantially similar to) thefirst change gear 760, second change gear 765, intermediate shaft 771,further gear 766, additional gear 772, lay shaft 773, final output gear774, and the input shaft 1758 and output shaft 1775 (or portions ofthose shafts), respectively.

Further, the transfer case 1751 includes two pairs of roller bearingassemblies 1791 for supporting the input shaft 1758 and intermediateshaft 1771, which correspond respectively to the roller bearingassemblies 791 of the transfer case 751 (in which each roller bearingassembly includes a respective cup, cone, and shim), as well as rollerbearing assemblies 1776, 1777, 1778, and 1779 respectively correspondingto the respective roller bearing assemblies 776, 777, 7778, and 7779 ofthe transfer case 751 (and again which each include a respective cup,cone, and shim), and also includes nuts (or other spacers) correspondingto the nuts of the transfer case 751 (e.g., the first nut 761 discussedabove) for maintaining relative positioning of the gears. Additionally,the transfer case 1751 also includes a primary housing 1752 and gearcover 1753 that is attachable to and removable from the primary housing,so as to reveal and allow for changing/replacement of the first andsecond change gears 1760 and 1761 so as to allow for variation of thegear ratio provided by the transfer case. Thus, in terms of allowing forthe transfer of rotational power from the input shaft 1758 and theoutput shaft 1775, and facilitating variation of the gear ratio providedby the transfer case 1751 by the changing/replacement of one or more ofthe change gears 1760 and 1761, the transfer case 1751 operates in amanner that is the same as or substantially the same as the transfercase 751 of FIGS. 7C and 7D.

Notwithstanding these similarities, the transfer case 1751 includesadditional features different from those of the transfer case 751particularly insofar as the transfer case 1751 includes the oil pump1780 integrated within the transfer case. As shown, in the presentembodiment, the oil pump 1780 particularly is mounted on the outputshaft 1775 as it extends forward from the final output gear 1774, towardthe location at which is positioned the second transmission 608 (notshown) below the engine 504. More particularly as shown in additionalFIGS. 7G, 7H, 7I, 7J, and 7K, which respectively are left sideperspective, right side perspective, rear elevation, right side, andfront elevation views of the oil pump 1780 independent of the remainderof the transfer case 1751, the oil pump 1780 is a substantially annularstructure having an inner orifice 1781 (as particularly is evident fromFIGS. 7G, 7H, 7I, and 7K), an oil output port 1786 (see particularlyFIG. 7K), and an oil input port 1783 (below the oil output port), wherethe oil input port 1783 is positioned along a front-facing face 1784 ofthe oil pump (as is visible in FIGS. 7G, 7H, 7I, and 7J) and the oiloutput port 1786 is formed along a rear-facing face 1785 of the oil pump(as shown in FIGS. 7J and 7K). The oil output port 1786 is shownparticularly as including an orifice surrounded by an O-ring. Further asshown, the oil pump 1780 additionally includes an oil pressure reliefvalve 1782 that extends outward (forward) from the front-facing face1784 of the oil pump, which is located above the oil input port 1783,and which serves to prevent oil pressure from going beyond predeterminedlevel(s).

As is evident particularly from the FIG. 7F, when the oil pump 1780 ismounted on the output shaft 1775, the output shaft 1775 passes throughthe inner orifice 1781. Due to coupling of an exterior splined surfaceof the output shaft with an inner splined surface within the oil pumpthat forms the inner orifice 1781, rotation of the output shaft causesrotation of the oil pump. Since the output shaft 1775 turns when theengine 504 causes rotation of the input shaft 1758 (that is, whentransfer case 1751/first transmission operates or turns), engineoperation and consequent rotation of the output shaft drives the oilpump and causes the oil pump to deliver oil. Although operation can varydepending upon the embodiment, in the present embodiment, the oil pumponly operates to deliver oil when the when the transfer case (firsttransmission) 1751 is operating and the output shaft 1775 is rotating.When the oil pump is operating due to rotation of the output shaft 1775,the pump pressurizes incoming oil received via the oil input port 1783and delivers (outputs) the pressurized oil via the output port 1786 toan oil filter 1798 (see FIG. 7E), which removes debris from the oil. Thefiltered, pressurized oil exiting the oil filter 1798 then is ready tobe used, and is supplied from the oil filter to any of a variety ofcomponents of the outboard motor (e.g., in this case, the outboard motor104 equipped with the transfer case 1751) that can utilize that oil, byway of any of a variety of, or a series of (or a variety of series of),of interconnected passages, galleries, tubes, and/or holes.

In the present embodiment, the oil pump 1780 can be a conventionalgerotor pump suitable for pumping oil suitable for use in an engine suchas the engine 504 or in relation to components of transmission devicessuch as the first, second, and third transmissions 606, 608, and 616. Agerotor pump can be suitable as the oil pump 1780 particularly becausethe output shaft 1775 passes through the center of the pump on a splinethat allows radial driving torque for the pump but also allows freeaxial motion of the pump driver (thus not affecting the free axialmotion of the pump inner member that is typically required for thecorrect functioning of a gerotor pump). Nevertheless, in otherembodiments, the oil pump 1780 can be another type of oil pumpincluding, for example, a vane type oil pump or a geared oil pump.

Also, in the present embodiment, the oil pump 1780 is positioned on theoutput shaft 1775 because an oil sump or reservoir 1799 from which theoil pump draws oil is located at the bottom of (or below) the transfercase 1751 and the output shaft 1775 is the lowermost shaft of thetransfer case that is closest to that oil sump. More particularly asillustrated, the oil input port 1783 (oil pump inlet tube or pickuptube) in the present embodiment extends into the oil sump 1799 suchthat, as the outboard motor changes angle during operation of theoutboard motor or the marine vessel on which the outboard motor isimplemented (in terms of any of fore and aft or aft angle referred to as“trim” or boat roll angles), the oil input port allows oil to beaccessed and delivered even despite such movements of the outboardmotor/marine vessel.

Nevertheless, in alternate embodiments, the oil pump can instead bemounted on any other of the shafts of the transfer case 1751 (e.g., anyof the input shaft 1758, the intermediate shaft 1771, the lay shaft1773), and/or can be mounted in other manners. Indeed, the presentdisclosure is intended to encompass any of a variety of embodiments inwhich any of a variety of oil pumps is formed as part of, and/orintegrated with, a transmission device (or transfer case), and is drivento pump oil when the transmission device (or transfer case) is operatingto communicate rotational power. And the present disclosure is furtherintended to encompass any of a variety of such embodiments involving anoil pump formed as part of or integrated with a transmission device,where the pumped oil can be utilized to lubricate any of a variety ofcomponent(s) of that transmission device (e.g., power train componentssuch as gears or shafts or bearings thereof), and/or of othertransmission devices, the engine, or other structures or devices (e.g.,other components of the outboard motor).

Providing of the oil pump 1780 in the transfer case 1751 in the mannershown in FIGS. 7E and 7F is advantageous in the present embodiment of anoutboard motor in which a horizontal crankshaft engine is employed. Tobegin, providing of the oil pump 1780 in an integrated manner along theoutput shaft 1775 (or another shaft of the transfer case), is aconvenient and elegant manner of implementing an engine-driven oil pump.Although the oil pump 1780 can provide oil to any of a variety ofcomponents of the outboard motor, including components of the engine 504and/or any of the transmissions 606, 608, 616, in the present embodimenta primary purpose of the oil pump 1780 is to lift oil from the oil sump1799, drive the oil through the oil filter 1798, and cause delivery ofthe filtered oil to the backside(s) of the tapered roller bearings(e.g., the roller bearing assemblies 1791, 1776, 1777, 1778, 1779) ofthe transfer case 1751 via interconnecting passages. This augments thenatural flow of oil thru each bearing.

The particular interconnecting passages used to communicate oil from theoil pump (and oil filter 1798) to the bearings can vary depending uponthe embodiment. In the present embodiment, in which the transfer case1751 includes eight of the bearings (four bearing assemblies 1791, plusthe bearing assemblies 1776, 1777, 1778, and 1779), the oil pump (or oilpump via the oil filter 1798) can deliver oil to the uppermost six (6)of the bearings (the bearing assemblies 1791, 1776, and 1777) viatransmission internal drill ways. Also, as shown in FIG. 7K, in thepresent embodiment oil can be delivered from the oil pump 1780 to aseventh of the bearings (the bearing assembly 1779) by way of an orifice1787 included in the oil pump body itself, so as to feed oil to thatbearing, which is the bearing that is closest to the oil pump. Theeighth of the bearings (the bearing assembly 1778) can be directlyexposed to the oil sump 1799. With such an arrangement, oil returns tothe oil sump 1799 from the bearings by cascading downwardly, therebylubricating the gears 1760, 1765, 1766, 1772, and 1774 of the transfercase 1751 (first transmission).

In addition, placement of the oil pump 1780 in the location shown inFIGS. 7E and 7F not only allows for filtered, pressurized oil to bedirectly supplied to components of the transfer case 1751, but alsoallows for such oil to be provided to any of a number of othercomponents of the outboard motor that can benefit from such oil. Indeed,in the present embodiment of the outboard motor, in which first, second,and third transmissions are employed (e.g., in this example, thetransfer case 1751, the second transmission 608, and the thirdtransmission 616, respectively) to connect the engine 504 to thepropeller mounted at the gear casing 206 and to communicate enginetorque and driving power to the propeller, there are numerous componentsthat require or can benefit from lubrication provided by the oildelivered from the oil pump 1780.

Further in this regard, it should be appreciated that, depending uponthe embodiment of outboard motor, there are a variety of different typesof transmissions and transmission components that can be employed aswell as a variety of manners of assembling and/or coupling thosetransmissions and transmission components, and the present disclosure isintended to encompass numerous such embodiments including, further forexample (and without limitation), embodiments involving any one or moreof gear, belt, shaft, electric generator and/or motor, hydraulic pumpand/or motor, and/or other components. Regardless of which of suchimplementations are provided in any given embodiment, in all orsubstantially all of such implementations, an oil pump providinglubrication can beneficially supply oil to one or more components ofsuch implementations.

Turning next to FIG. 8, in the present embodiment the secondtransmission 608 is a wet plate transmission (or multi-plate wet diskclutch transmission) that receives rotational power via the intermediaryaxle 722 (previously shown in FIG. 7A) rotating about the level 611 andprovides output power by way of an output shaft 802, which extendsdownwardly in the direction of the arrow 614 and links the secondtransmission to the third transmission 616 within the gear casing 206.The internal components of the wet disk clutch transmission constitutingthe second transmission 608 can be designed to operate in a conventionalmanner. Thus, operation of the second transmission 608 is controlled bycontrolling positioning of a clutch 804 positioned between a reversegear 806 on the left and a forward gear 808 on the right of the clutch,where each of the reverse gear, clutch and forward gear are co-alignedalong the axis established by the level 611. Movement of a control block810 located to the right of the forward gear 808, to the right or to theleft, causes engagement of the reverse gear 806 or forward gear 808 bythe clutch 804 such that either the reverse gear 806 or the forward gear808 is ultimately driven by the rotating intermediary axle 722.

Further as shown, each of the reverse gear 806 and forward gear 808 arein contact with a driven gear 812, with the reverse gear engaging a leftside of the driven gear and the forward gear engaging a right side ofthe driven gear, the reverse and forward gears being oriented at 90degrees relative to the driven gear. The driven gear 812 itself iscoupled to the output shaft 802 and is configured to drive that shaft.Thus, depending upon whether the reverse gear 806 or forward gear 808 isengaged, the driven gear 812 connected to the output shaft 802 is eitherdriven in a counterclockwise or clockwise manner when rotational poweris received via the intermediate axle 722. Also, a neutral position ofthe clutch 804 disengages the output shaft 802 from the intermediaryaxle 722, that is, the driven gear 812 in such circumstances is notdriven by either the forward gear 808 or the reverse gear 806 andconsequently any rotational power received via the intermediary axle 722is not provided to the output shaft 802.

It should be noted that the use of a wet disk clutch transmission in thepresent embodiment is made possible since the wet disk clutchtransmission can serve as the second transmission 608 rather than thethird transmission 616 in the gear casing (and since the wet disk clutchtransmission need not bear as large of torques, particularly when thetwin pinion arrangement is employed in the third transmission).Nevertheless, it can further be noted that, in additional alternateembodiments, the second transmission 608 need not be a wet disk clutchtransmission but rather can be another type of transmission such as adog clutch transmission or a cone transmission. That is, although in thepresent embodiment the wet disk clutch transmission serves as the secondtransmission 608, in other embodiments, other transmission devices canbe employed. For example, in other embodiments, the second transmission608 can instead be a cone clutch transmission or a drop clutchtransmission. Further, in other embodiments, the third transmission(gear casing) 616 can itself employ a dog clutch transmission or othertype of transmission. Also, in other embodiments, the first transmission606 can serve as the transmission providing forward-neutral-reversefunctionality instead of the second transmission providing thatcapability, in which case the second transmission can simply employ apair of bevel gears to change the direction of torque flow from ahorizontal direction (between the first and second transmissions) to adownward direction (to the third transmission/gear case).

Turning next to FIG. 9A, internal components of the third transmission616 are shown within a cutaway section of the lower portion 122 of theoutboard motor 104 (plus part of the mid portion 120). In the presentembodiment the third transmission 616 is a twin pinion transmission.Given this configuration, the output shaft 802 extending from the secondtransmission 608 reaches the plane 126 at which are located a pair offirst and second gears 902 and 904, respectively, that are of equaldiameter and engage one another. In the present embodiment, the secondgear 904 is forward of the first gear 902, with both gears having axesparallel to (or substantially parallel to) the steering axis 110 (seeFIG. 1) of the outboard motor 104. First and second additional downwardshafts 906 and 908, respectively, extend downward from the first andsecond gears 902 and 904, respectively, toward first and second pinions910 and 912, respectively, which are located within the gear casing 206with the first pinion 910 being aft of the second pinion 912. Due to theinteraction of the first and second gears 902 and 904, while rotation ofthe first additional downward shaft 906 proceeds in the same directionas that of the output shaft 802, the rotation of the second additionaldownward shaft 908 is in the opposite direction relative to the rotationof the output shaft 802. Thus, the pinions 910 and 912, respectively,rotate in opposite directions.

Further as shown, each of the first and second pinions 910 and 912engages a respective 90 degree type gear that is coupled to thepropeller driving output shaft 212 that is coupled to the propeller 130(not shown). The power provided via both of the pinions 910, 912 iscommunicated to the propeller driving output shaft 212 by way of a pairof first and second 90 degree type gears 916 and 918 or, alternatively,920 and 922. Only the gears 916, 918 or the gears 920, 922 are presentin any given embodiment (hence, the second set of gears 920, 922 in FIG.9A are shown in phantom to indicate that those gears would not bepresent if the gears 916, 918 were present). As shown, the gears of eachpair 916, 918 or 920, 922 are arranged relative to their respectivepinions 910, 912 along opposite sides of the pinions such that theopposite rotation of the respective pinions will ultimately cause therespective gears of either pair to rotate the propeller driving outputshaft 212 in the same direction. That is, the first 90 degree type gear916 is towards the aft side of the first pinion 910 while the second 90degree type gear 918 is to the forward side of the pinion 912. Likewise,while the first 90 degree type gear 920 (shown in phantom) is to theforward side of the first pinion 910, the second 90 degree type gear 922is (also shown in phantom) to the aft side of the second pinion 912.

Notwithstanding the above discussion, in alternate embodiments the thirdtransmission 616 can take other forms. For example, as shown in FIG. 9B,in one alternate embodiment of the third transmission shown as atransmission 901, there is only a single pinion 924 within the gear case206 that is directly coupled to the output shaft 802 (elongated asappropriate), and that pinion drives a single 90 degree type gear 926coupled to the propeller driving output shaft 914. In yet a furtheralternate embodiment of the third transmission 616, shown as atransmission 903 in FIG. 9C, gears within the gear casing 206 areconfigured to drive a pair of counter-rotating propellers (not shown).More particularly, in this embodiment, a single pinion 928 within thegear casing 206 is driven by the output shaft 802 (again asappropriately elongated) and that pinion drives both rear and forward 90degree type gears 930 and 932, respectively. As shown, the forward 90degree type gear 932 drives an inner axle 934 that provides power to arearmost propeller (not shown) of the counter-rotating pair ofpropellers, while the rear 90 degree type gear 930 drives a concentrictubular axle 936 that is coaxially aligned around the first axle 934.The tubular axle 936 is connected to the forward one of the propellersof the pair of counter-rotating propellers (not shown) and drives thatpropeller.

Referring further to FIG. 10A, an additional cross-sectional view isprovided of the lower portion 122 of the outboard motor 104, taken alongline 10-10 of FIG. 3. Among other things, this cross-sectional viewagain shows components of the third transmission 616 of the outboardmotor 104. The view provided in FIG. 10A particularly also is a cutawayview with portions of the outboard motor 104 above the plane 126cutaway, aside from a section 1002 of the lower portion 122 receivingthe output shaft 802 from the second transmission 608 and housing thefirst and second gears 902, 904 (contrary to the schematic view of FIG.9A, in FIG. 10A the section 1002 actually extends slightly above theplane 126 serving as the general conceptual dividing line between thelower portion 122 and the mid portion 120, but nevertheless can still beconsidered part of the lower portion 122 of the outboard motor 104). Inaddition to the section 1002, FIG. 10A also shows the first and secondadditional downward shafts 906 and 908, which link the respective firstand second gears 902 and 904 with the first and second pinions 910 and912, respectively. In turn, the first and second pinions 910 and 912,respectively, are also shown to engage the first and second 90 degreetype gears 916 and 918, respectively, which drive the propeller drivingoutput shaft 212 (as with FIG. 3, the propeller 130 is not shown in FIG.10A) extending along the elongated axis 208 of the gear casing 206 abovethe fin 210. Tapered roller bearings 1003 are further shown in FIG. 10Ato support the first and second 90 degree type gears 916, 918 and thepropeller driving output shaft 212 relative to the walls of the thirdtransmission 616.

In addition to showing some of the same components of the thirdtransmission 616 shown schematically in FIG. 9A, FIG. 10A is alsointended to illustrate oil flow within the third transmission, andfurther to illustrate several components/portions of a cooling system ofthe outboard motor 104 and also several components/portions of anexhaust system of the outboard motor that are situated within the lowerportion 122 (additional components/portions of the cooling system andexhaust system of the outboard motor 104 are discussed further belowwith respect to subsequent FIGS.). With respect to oil flow within thethird transmission 616, it should be noted that oil congregates in areservoir portion 1004 near the bottom of the gear casing 206. By virtueof rotation of the first and second 90 degree type gears 916 and 918,not only is oil provided to lubricate those gears but also oil isdirected to the first and second pinions 910 and 912, respectively. Flowin this direction, particularly from the reservoir portion 1004 via thefirst 90 degree type gear 916 to the first pinion 910 and a space 1005above the first pinion is indicated by an arrow 1006 (it will beunderstood that oil proceeds in a complementary manner via the second 90degree type gear 918 to the second pinion 910).

Upon reaching the space 1005 above the first pinion 910, some of thatoil is directed to the tapered roller bearings 1003 supporting the 90degree type gears 916, 918 and the propeller driving output shaft 212(as well as aft of those components) via a channel 1007. Further,additional amounts of the oil reaching the space 1005 is directed upwardto the first gear 902 by way of rotation of the first additionaldownward shaft 906, due to operation of an Archimedes spiral mechanism1008 formed between the outer surface of the first additional downwardshaft and the inner surface of the passage within which that downwardshaft extends, as represented by arrows 1010. Ultimately, due tooperation of the Archimedes spiral mechanism 1008, oil is directedupward through the channel of the Archimedes spiral mechanism up toadditional channels 1012 linking a region near the top of the Archimedesspiral mechanism with the first gear 902 as represented by arrows 1014.Upon reaching the first gear 902, the oil lubricates that gear and alsofurther lubricates the second gear 904 due to its engagement with thefirst gear as represented by arrows 1016. Then, some of the oil reachingthe first and second gears 902, 904, proceeds downward back to thereservoir portion 1004 by way of further channels 1018 extendingdownward between the first and second additional downward shafts 906,908 to the reservoir portion 1004, as represented by arrows 1020.

Although in this example oil reaches the top of the third transmission616 and particularly both of the first and second gears 902, 904 via theArchimedes spiral mechanism 1008 associated with the first additionaldownward shaft 906, such operation presumes that the first additionaldownward shaft is rotating in a first direction tending to cause suchupward movement of the oil. However, this need not always be the case,since the outboard motor 104 can potentially be operated in reverse.Given this to the be the case, an additional Archimedes spiral mechanism1022 is also formed between the outer surface of the second additionaldownward shaft 908 and the inner surface of the passage within whichthat downward shaft extends. Also, additional channels 1024corresponding to the additional channels 1012 are also formed linkingthe top of the additional Archimedes spiral mechanism 1022 with thesecond gear 904. Given the existence of the additional Archimedes spiralmechanism 1022 and the additional channels 1024, when the direction ofoperation of the outboard motor 104 is reversed from the manner ofoperation shown in FIG. 10A, oil proceeds upward from the reservoirportion 1004 via the second 90 degree type gear 918, the second pinion912, an additional space 1023 above the second pinion 912 (correspondingto the space 1005), the additional Archimedes spiral mechanism 1022, andthe additional channels 1024 to the second gear 904 and ultimately thefirst gear 902 as well (after which the oil then again proceeds backdown to the reservoir portion via the further channels 1018). Thus, oilreaches the first and second gears 902 and 904 and the entire thirdtransmission 616 is lubricated regardless of the direction of operationof the outboard motor 104.

Finally, it should also be noted that, assuming a given direction ofoperation of the outboard motor 104, while oil proceeds upward to thefirst and second gears 102, 104 via one of the Archimedes spiralmechanism 1008, 1022, it should not be assumed that the other of theArchimedes spiral mechanism 1022, 1008 is not operating in any manner.Rather, whenever one of the Archimedes spiral mechanisms 1008, 1022 istending to direct oil upward, the other of the Archimedes spiralmechanisms 1022, 1008 is tending to direct at least some of the oilreaching it back down to that one of the pinions 910, 912 and thenultimately to the reservoir portion 1004 as well (via the correspondingone of the 90 degree type gears 916, 918). Thus, in the example of FIG.10A showing oil to be provided upward due to operation of the Archimedesspiral mechanism 1008, it should also be understood that at least someof the oil reaching the second gear 904, rather than being directdownward back to the reservoir portion 1004 via the further channels1018, instead proceeds back down to the reservoir portion via theadditional Archimedes spiral mechanism 1022, which in this case wouldtend to be directing oil downward. Alternatively, if the outboard motor104 was operating in the reverse manner and oil was directed upward viathe additional Archimedes spiral mechanism 1022, then the Archimedesspiral mechanism 1008 would tend to direct at least some of the oilreaching it via the first gear 902 back down to the reservoir portion1004 as well.

As already noted, FIG. 10A also shows several cooling system componentsof the lower portion 122 of the outboard motor 104. In the presentembodiment, coolant for the outboard motor 104 and particularly theengine 504 is provided in the form of some of the water 101 within whichthe marine vessel assembly 100 is situated. More particularly, FIG. 10Ashows that the outboard motor 104 receives/intakes into a coolantchamber 1028 within the lower portion 122 some of the water 101 (seeFIG. 1) via multiple water inlets, namely, the lower water inlet 522 andtwo of the upper water inlets 524 already mentioned with respect to FIG.5. As earlier noted, the lower water inlet 522 is positioned along thebottom of the gear casing 206, near the front of that casing forward ofthe fin 210, and the water 101 proceeds into the coolant chamber 1028via the lower water inlet generally in a direction indicated by a dashedarrow 1030.

It should further be noted from FIG. 10A that an oil drain screw 1031allowing for draining of oil from the reservoir portion 1004/thirdtransmission 616 extends forward from the third transmission toward thelower water inlet 522, from which it can be accessed and removed so asto allow oil to drain from the third transmission even though the oildrain screw is still located interiorly within the outer housing wall ofthe outboard motor 104. Such positioning of the oil drain screw 1031 isadvantageous because, in contrast to some conventional arrangements, theoil drain screw does not protrude outward beyond the outer housing wallof the outboard motor 104 and thus does not create turbulence or drag asthe outboard motor passes through the water and also does not as easilycorrode over time due to water exposure.

In contrast to the lower water inlet 522, the upper water inlets 524 arerespectively positioned midway along the left and right sides of thelower portion 122 (particularly along the sides of a strut portion ofthe lower portion linking the top of the lower portion with thetorpedo-shaped gear casing portion at the bottom), and the water 101proceeds into the coolant chamber 1028 via these inlets in a directiongenerally indicated by a dashed arrow 1032. It should be understoodthat, as a cross-sectional view from the right side of the lower portion122, FIG. 10A particularly shows the left one of the upper water inlets524, while the right one of the upper water inlets (along the right sideof the lower portion 122) is shown instead in FIG. 5. More particularly,in the present embodiment, each of the respective left and right ones ofthe upper water inlets 524 is formed by the combination of a respectiveone of the cover plates 526 (previously mentioned in FIG. 5) and arespective orifice 528 within the respective left or right sidewalls(housing or cowling walls) of the lower portion 122. The respectivecover plate 526 of each of the upper water inlets 524 serves to partly,but not entirely, cover over the corresponding one of the respectiveorifices 528, so as to direct water flow into the coolant chamber 1028via the respective one of the upper water inlets in a front-to-rearmanner as illustrated by the dashed arrow 1032. The cover plates 526 canbe attached to the sidewalls of the lower portion 122 in a variety ofmanners, including by way of bolts or other fasteners, or by way of asnap fit.

Upon water being received into the coolant chamber 1028 via the lowerand upper water inlets 522, 524, water then proceeds in a generallyupward direction as indicated by an arrow 1029 toward the mid portion120 (and ultimately to the upper portion 118) of the outboard motor 104for cooling of other components of the outboard motor including theengine 504 as discussed further below. It should be further noted that,given the proximity of the coolant chamber 1028 adjacent to (forward of)the third transmission 616, cooling of the oil and third transmissioncomponents (including even the gears 902, 904) can be achieved due tothe entry of coolant into the coolant chamber. Eventually, after beingused to cool engine components in the mid portion 120 and upper portion118 of the outboard motor 104, the cooling water is returned back downto the lower portion 122 at the rear of the lower portion, where it isreceived within a cavity 1033 within a cavitation plate 1034 along thetop of the lower portion, and is directed out of the outboard motor viaone or more orifices leading to the outside (not shown). It should befurther noted that FIG. 10A, in addition to showing the cavity 1033,also shows the cavitation plate 1034 to support thereon a sacrificialanode 1036 that operates to alleviate corrosion occurring due to theproximity of the propeller 130 (not shown), which can be made of brassor stainless steel, to the lower portion 122/gear casing 206, which canbe made of Aluminum.

Although in the present embodiment the cover plates 526 allow water flowin through the respective orifices 528 into the coolant chamber 1028,and additionally water flow is allowed in through the lower water inlet522 as well, this need not be the case in all embodiments orcircumstances. Indeed, it is envisioned that, in at least someembodiments, a manufacturer or operator can adjust whether any one ormore of these water inlets do in fact allow water to enter the outboardmotor 104 as well as the manner(s) in which water flow into the coolantchamber 1028 is allowed. This can be achieved in a variety of manners.For example, rather than employing the cover plates 526, in otherembodiments or circumstances other cover plates can be used to achieve adifferent manner of water flow into the orifices 528 of the upper waterinlets 524, or to entirely preclude water flow into the coolant chamber1028 via the orifices (e.g., by entirely blocking over covering over theorifices). Likewise, a cover plate can be placed over the lower waterinlet 522 (or the orifice formed thereby) that would partly or entirelyblock, or otherwise alter the manner of, water flow into the coolantchamber 1028.

Adjustment of the lower and upper water flow inlets 522, 524 in thesetypes of manners can be advantageous in a variety of respects. Forexample, in some implementations or operational circumstances, theoutboard motor 104 will not extend very deeply into the water 101 (e.g.,because the water is shallow) and, in such cases, it can be desirable toclose off the upper water flow inlets 524 so that air cannot enter intocoolant chamber 1028 if the upper water flow inlets happen to bepositioned continuously above or occasionally exposed above the waterline 128, for example, if the water line is only at about a mid strutlevel 1038 as shown in FIG. 5 or even lower, further for example, at alevel 1040 (which can be considered the water line or water surface foron plane speed for surfacing propellers). Alternatively, in someimplementations or operational circumstances, the outboard motor 104will extend deeply into the water, such that the water line could be ata high level 1042 (which can be considered the water line or watersurface for on plane speeds for submerged propellers) above the upperwater flow inlets 524. In such cases, it would potentially be desirableto have all of the lower and upper water flow inlets 522, 524 configuredto allow for entry of the water 101 into the coolant chamber 1028.

Yet in still other circumstances, even with the outboard motor 104extending deeply into the water, it can be desirable for the upper waterflow inlets 524 to be configured to allow water entry therethrough andyet to block water entry via the lower water flow inlet 522, forexample, if the bottom of the lower portion 122 is nearing the bottom ofthe body of water in which the marine vessel assembly 100 is traveling,such that dirt or other contaminants are likely to enter into thecoolant chamber 1028 along with water entering via the lower water flowinlet 522 (but such dirt/contaminants are less likely to be present atthe higher level of the upper water flow inlets 524). It is often, ifnot typically, the case that one or more of the lower and upper waterflow inlets 522, 524 will be partly or completely blocked or modified bythe influence of one or more cover plates, to adjust for operationalcircumstances or for other reasons.

Referring still to FIG. 10A, in addition to the aforementioned coolingsystem components, also shown are several components of the outboardmotor 104 that are associated with the exhaust system. In particular, asdiscussed above and discussed further below, exhaust produced by theengine and delivered via the exhaust channels 512 (as shown in FIG. 5),depending upon the circumstance or embodiment, primarily or entirelydirected to the lower portion 122 and into an exhaust cavity 1044 thatis positioned generally aft relative to the components of the thirdtransmission 616 (e.g., aft of the first and second gears 902, 904 andfirst and second pinions 910, 912), generally in a direction indicatedby an arrow 1048. The exhaust cavity 1044 opens directly to the reargear casing 206. To show more clearly the manner in which the exhaustcavity 1044 is in communication with the exterior of the outboard motor104 (e.g., to the water 101), further FIG. 10B is provided that shows arear elevation view 1050 of the gear casing 206 of the lower portion122, cutaway from the remainder of the lower portion. For comparisonpurposes, a diameter 1052 of the gear casing 206 of FIG. 10B correspondsto a distance 1054 between lines 1056 and 1058 of FIG. 10A.

More particularly as shown in FIG. 10B, exhaust from the exhaust cavity1044 particularly is able to exit the outboard motor 104 via any and allof four quarter section orifices 1060 (which together make up theorifice 302 of FIG. 3) surrounding the propeller driving output shaft212 and respectively extending circumferentially around that outputshaft between respective pairs of webs 1062 extending radially inwardtoward the crankshaft from a surrounding wall 1064 of the lower portion122. Given the particular relationship between the cross-sectional viewof FIG. 10A and the rear elevation view of FIG. 10B, two of the webs1062 are also shown in FIG. 10A extending radially upward and downwardfrom the propeller driving output shaft 212 to the surrounding wall 1064of the lower portion 122. As shown, the webs 1062 also extend axiallyalong the propeller driving output shaft 212 and along the surroundingwall 1064. It can further be noted that, in the present embodiment, abore 1066 extends between the cavity 1033 that receives cooling waterand the exhaust cavity 1044, which allows some amount of excess coolingwater within the cavity 1033 to drain out of outboard motor 104 via theexhaust cavity 1044 and quarter section orifices 1060/orifice 302(although this manner of draining coolant is not at all the primarymanner by which coolant exits the outboard motor). It should be notedthat such interaction with coolant, and in other locations where thecoolant system interacts with the exhaust system, helps to cool theexhaust in a desirable manner.

Turning next to FIG. 11A, several other components of the exhaust systemof the outboard motor 104 are shown in additional detail by way of anadditional rear elevation view of the upper portion 118 and mid portion120 of the outboard motor, shown with the cowling 200 removed, and shownin cutaway so as to exclude the lower portion 122 of the outboard motor.In particular as shown, the exhaust conduits 512 receiving exhaust fromthe exhaust manifolds 510 along the right and left sides of the engine504 (see also FIG. 5) are shown extending downward toward the lowerportion 122 and the exhaust cavity 1044 described with respect to FIG.10A.

As illustrated, the exhaust conduits 512 particularly direct hot exhaustalong the port and starboard sides of the outboard motor 104, so as toreduce or minimize heat transfer from the hot exhaust to internalcomponents or materials (e.g., oil) that desirably should be or remaincool.

Exhaust from the engine 504 is primarily directed by the exhaustconduits 512 to the exhaust cavity 1044 since exhaust directed out ofthe outboard motor 104 via the orifice 302 proximate the propeller 130(not shown) is typically (or at least often) innocuous during operationof the outboard motor 104 and the marine vessel assembly 100 of which itis a part. Nevertheless, there are circumstances (or marine vesselapplications or embodiments) in which it is desirable to allow someexhaust (or even possibly much or all of the engine exhaust) to exit theoutboard motor 104 to the air/atmosphere. In this regard, and as alreadynoted with respect to FIGS. 2 and 3, in the present embodiment theoutboard motor 104 is equipped to allow at least some exhaust to exitthe outboard motor via the exhaust bypass outlets 204. Moreparticularly, in the present embodiment, at least some exhaust from theengine 504 proceeding through the exhaust conduits 512 is able to leavethe exhaust conduits and proceed out via the exhaust bypass outlets 204.So that exhaust exiting the outboard motor 104 in this manner is notoverly noisy, further in the present embodiment such exhaust proceedsonly indirectly from the exhaust conduits to the exhaust bypass outlets204, by way of a pair of left side and right side mufflers 1102 and1104, respectively, which are arranged on opposite sides of the transfercase 514 aft of the engine 504 within which is positioned the firsttransmission 606. Further as shown in FIG. 11A, each of the left sidemuffler 1102 and right side muffler is coupled to a respective one ofthe exhaust conduits 512 by way of a respective input channel 1106. Eachof the mufflers 1102, 1104 then muffles/diminishes the sound associatedwith the received exhaust, by way of any of a variety of conventionalmuffler internal chamber arrangements. Further, in the presentembodiment, the left and right side mufflers 1102, 1104 are coupled toone another by way of a crossover passage 1108, by which the sound/airpatterns occurring within the two mufflers are blended so as to furtherdiminish the noisiness (and improve the harmoniousness) of thosesound/air patterns. As a result of the operations of the mufflers 1102,1104 individually and in combination (by way of the crossover passage1108), exhaust output provided from the respective mufflers atrespective output ports 1110 is considerably less noisy and lessobjectionable than it would otherwise be. The exhaust output from theoutput ports 1110 thus can be provided to the exhaust bypass outlets 204(again see FIGS. 2 and 3) so as to exit the outboard motor 104.

Turning to FIG. 11B, features of an alternate exhaust bypass outletsystem are illustrated, which can also (or alternatively) be implementedin the outboard motor 104. In this arrangement, again the exhaustconduits 512 are shown through which exhaust flows downward to the lowerportion 122 of the outboard motor. Additionally, portions of the inputchannels 1156 are shown that link the exhaust conduits 512 with bypassoutlet orifices 1158 in the cowl 200 of outboard motor. Further asshown, an idle relief muffler 1160 is coupled to each of the inputchannels 1156 by way of respective intermediate channels 1162 extendingbetween the idle relief muffler and intermediate regions 1164 of theinput channels. Exhaust as processed by the idle relief muffler 1160eventually is returned to the input channels 1156 prior to those inputchannels 1156 reaching the bypass outlet orifices 1158 by way ofrespective return channels 1166. Further, to govern the amount ofexhaust passing through the input channels 1156 from the exhaustconduits 512 to the bypass outlet orifices 1158, respective rotatable(and controllable) throttle plates 1168 are positioned within the inputchannels 1156 in between the locations at which the respectiveintermediate channels 1162 encounter the respective input channels (thatis, at the respective intermediate regions 1164) and the locations atwhich the respective return channels 1166 encounter the respective inputchannels. As result, the amount of exhaust that leaves the outboardmotor via the orifices 1158 can be controlled, and exhaust flow can bepermitted, limited, and/or completely precluded.

FIGS. 12, 13, and 14 are enlarged perspective, right side elevational,and front views, respectively, of a mounting system 108 in accordancewith embodiments of the instant disclosure. Mounting system 108generally links, or otherwise connects, an outboard motor to a marinevessel (for example, the exemplary outboard motor 104 and the exemplarymarine vessel 102 shown and described in FIG. 1). More particularly, themounting system 108 connects the outboard motor to the rear or transomarea of the marine vessel and, in this way, the mounting system can alsobe termed a “transom mounting system”. In accordance with at least someembodiments, mounting system 108 generally includes a swivel bracketstructure 1202, which is cast or otherwise formed. Extending from theswivel bracket structure 1202 is a pair of clamp bracket structures1204, 1206, respectively. In at least some embodiments, the clampbracket structures 1204, 1206 are generally mirror images of, and thusare symmetric with respect to, one another and in this respect can besaid to extend equally, or be equally disposed, with respect to theswivel bracket structure 1202. The clamp bracket structures 1204, 1206are generally used to secure the mounting system to the marine vesseltransom. In accordance with various embodiments, clamp bracketstructures 1204, 1206 include respective upper regions 1208, 1210, aplurality of holes 1212, 1214 for receiving connectors or fasteners1216, 1218. In addition, the clamp bracket structures 1204, 1206include, respective lower regions 1220, 1222, and slots 1224, 1226, forreceiving connectors or fasteners 1228, 1230. Connectors 1216, 1218,1228, and 1230 are used to affix the clamp bracket structures 1204,1206, and more generally the mounting system 108 to the marine vessel.Slots 1224 and 1226 provide for additional variability and/oradjustability such mounting by permitting the fasteners to be located ina variety of locations (e.g., higher or lower). Connectors 1216 and 1218(only a few of which are shown) and 1228 and 1230 can, as shown, takethe form of nut-bolt arrangements, but it should be understood thatother fasteners are contemplated and can be used. Similarly, with regardto the holes 1212 and 1214, and slots 1224 and 1226, it should beunderstood that the size, shape, number and precise placement, amongother items, can vary.

The swivel bracket structure 1202 further includes a first or uppersteering yoke structure 1240, as well as a second or lower steering yokestructure 1242 that are joined by way of a tubular or substantiallytubular structure 1246 (also called a steering tube structure). Thefirst yoke structure 1240 includes a first or upper crosspiece mountingstructure 1248 that is, in at least some embodiments, centered orsubstantially centered about the steering tube structure 1246, and thecrosspiece mounting structure terminates in a pair of mount portions1250, 1252 having passages 1254, 1256, respectively, which are used tocouple the swivel bracket structure, typically via bolts or otherfasteners (not shown), to the outboard engine via upper mountingbrackets or motor mounts 520 (FIG. 5). The second or lower yokestructure 1242 similarly includes a pair of mount portions 1258, 1260having passages 1262, 1264, respectively, which further couple, againtypically via bolts or other fasteners (not shown), to the outboardengine, typically via lower mounting brackets or motor mounts 518 (FIG.5) and as well be described below. A steering axis 1266 extendslongitudinally along the center of steering tube structure 1246 andthereby provides an axis of rotation, which in use is typically avertical or substantially vertical axis of rotation, for the upper andlower steering yoke structures 1240, 1242 and the swivel bracketstructure 1202 to which they are joined. Swivel bracket structure 1202is rotatable about a tilt tube structure 1243 having a tilt axis 1245and thus also relative clamp bracket structures 1206 and 1208. The tiltaxis 1245 generally is an axis of rotation or axis of pivot (e.g.,permitting tiling and/or trimming about the axis), but for simplicitythe axis is generally referred to simply as a tilt axis. When theoutboard motor is in use, the tilt axis 1245 is typically a horizontal,or substantially horizontal, axis of rotation.

FIG. 15 is a schematic illustration of the mounting system 108 havingthe swivel bracket structure 1202 and clamp bracket structures 1206 and1208. With reference to FIGS. 12 and 15. Passages 1254 and 1256 areseparated by a distance “d1” and passages 1262 and 1264 are separated bya distance “d2”. Similarly, passages 1254 and 1262 are separated by adistance “d3” and passages 1256 and 1264 are separated by a distance“d4”. As can be seen, distance d1 is longer or greater than distance d2.It should be understood that distances d1-d4 referenced here aregenerally taken from centers of the respective passages which, as shown,are typically cylindrical or substantially cylindrical in shape. Moregenerally, it should be understood that the distance separating therespective upper mounting portions is greater than the distanceseparating the lower mounting portions. In addition, other shapes forthe passages are contemplated and the relative position for establishingthe respective distances can vary to convenience. And more generally,connections can be accomplished using other structures besides passages,or external fastening mechanisms, and such modifications arecontemplated and considered within the scope of the present disclosure.

An axis 1266 is illustrated to extend between passages 1264 and 1266 andfurther, and axis 1268, is depicted to extend between passages 1256 and1264. For illustrative purposes, a center axis 1270 is providedbisecting the distances d1 and d2. As can be seen, by axes 1266 and 1268converge on axis 1270, as shown, at a point of convergence 1272 locatedbelow or beyond yoke structure 1242 and an angle theta is establishedbetween these axes. Advantageously, having a distance d1 larger than d2increases steering stability. More particularly, when the swivel bracketstructure 1202 is coupled to a horizontal crankshaft engine of the kinddescribed herein, resultant roll torque is reduced or minimized.

It is noted that while in the instant embodiment both the upper andlower yoke structures include a pair of passages, it should beunderstood that this can vary but yet still provide for theaforementioned convergence. For example, the lower yoke structure couldinclude only a single mounting portion, with the single mounting portion(which again can include a passage) for mounting the yoke structure toswivel bracket structure located below and between the pair of uppermounting portions of the first or upper steering yoke structure suchthat the there is a similar convergence from the upper mounting portionsto the lower mounting portion. In at least one embodiment the singlemount portion would be generally situated, and in at least someinstances centered about, the steering axis.

Referring to FIG. 16, an enlarged top view of the mounting system 108 ofFIG. 12 is shown. FIG. 17 illustrates a cross sectional view of themounting system of FIG. 12 along or through tilt tube structure 1243.The tilt tube 1243 further provides a housing for a power steeringcylinder 1280 having a central axis 1282 that coincides, orsubstantially coincides, with the tilt axis 1245. The power steeringcylinder includes a power steering piston 1284 that translates orotherwise moves within the steering cylinder 1280 in response to powersteering fluid (e.g., hydraulic fluid) movement. Actuation of thesteering cylinder 1280 provides translation of a steering arm mechanism1286 to actuate steering of the swivel bracket structure 1202 about thesteering axis 1266. Positioning the power steering cylinder inside thetilt tube, the need for additional mounting space for the power steeringcomponents is eliminated. Further, such positioning accommodates thescaling of the structures, with the relative trim tube and powersteering tube structure size typically related (e.g., based on enginesize, vessel sized, etc.).

Several other considerations can be noted in relation to the powersteering operation of the outboard motor 104. For example, in accordancewith the present embodiment, a tilt tube structure (or, more generally a“tilt structure”) surrounds a power steering actuator, the actuatorcomprising a hydraulic piston. However, it should be understood that, inaccordance with alternative embodiments, a variety of actuators can beused, including by way of example, an electronic linear actuator, a ballscrew actuator, a gear motor actuator, and a pneumatic actuator, amongothers. Various actuators can also be employed to controltilting/trimming operation of the outboard motor 104.

It should further be noted that the degree of rotation (e.g., pivoting,trimming, tilting) that can take place about a tilt tube structure axisof rotation (or more generally a “tilt structure axis of rotation”) canvary depending upon the embodiment or circumstance. For example, inaccordance with at least some embodiments, trimming can typicallycomprise a rotation of from about −5 degrees from horizontal to 15degrees from horizontal, while tilting can comprise a greater degree ofrotation, for example, from about 15 degrees from horizontal to about 70degrees from horizontal. Further, it can be noted that, as the powersteering structure (or other actuator) size is increased, the tilt tubestructure that at least partially surrounds or houses the power steeringstructure is increased. Such increase in size of the tilt tube structuregenerally increases the strength of the tilt tube structure. The tilttube structure can be constructed from steel or other similarly robustmaterial.

FIG. 18 is a right side view of outboard motor 104 showing anillustrative outboard motor water cooling system 1300 in accordance withvarious embodiments of the present disclosure. Cooling water flowsthroughout the motor to cool various components as shown and described,and such cooling water flow is generally represented by various arrows.As previously described in detail with respect to FIG. 10A, the outboardmotor 104 receives/intakes, indicated by arrows 1301, 1302 into thelower portion 122 some of the water 101 (see FIG. 1) via multiple waterinlets 522, 524, respectively. Cooling water then proceeds generallyupwardly, as indicated by an arrow 1029, toward and into the mid portion120 of the outboard motor 104 to provide a cooling affect. In accordancewith at least some embodiments and as shown, cooling water proceedsgenerally rearwardly and then generally upwardly (e.g., vertically orsubstantially vertically) as indicated by an arrows 1306 and 1308,respectively, in the mid portion 120 past the second transmission oilreservoir 624 (shown in phantom) and gears 902 and 904 (which can beconsidered part of the lower portion 122) and thereby cools the oil inthe reservoir and the gears.

Cooling water traverses generally upwardly, as indicated by arrow 1310,past, and in so doing cools, the second transmission 608, and into theupper portion 118, which includes the engine 504. More specifically, andin accordance with at least some embodiments, cooling water traversesforwardly, as indicated by arrow 1312 to a water pump 1315 where itproceeds, in the embodiment shown, upwardly, as indicated by arrow 1316.Water that is pumped by the water pump 1315 exits the water pump, afterdoing so, flows, as indicated by arrow 1318, into and through, so as tocool, an engine heat exchanger and an engine oil cooler, which aregenerally collectively referenced by numeral 1320. The engine heatexchanger and engine oil cooler 1320 serve to cool a heat exchangerfluid (e.g., glycol, or other fluid) and oil, respectively, within orassociated with the engine 504 and at least in these ways accomplishcooling of the engine. A circulation pump circulates the cooled glycol(or other fluid) within the engine 504.

After exiting the engine heat exchanger and engine oil cooler 1320,water flows generally downwardly, toward and into a chamber surroundingthe exhaust channels 512 (one of which is shown), as indicated by arrow1322, where it then flows back upwardly, as indicated by arrows 1324,1326, into the exhaust manifold 510. It is noted that, while in thechamber (not shown) surrounding the exhaust channels 512, cooling waterruns in a direction counter to the direction of exhaust flow so as tocool the exhaust, with such counter flow offering improved cooling(e.g., due to the temperature gradient involved). From the exhaustmanifold 510, cooling water flows downwardly, as indicated by arrow1328, through the mufflers 1102, 1104 and past the first transmission514 and, in so doing, cools the mufflers and the transmission. Coolingwater continues to proceed out of the outboard motor 104 and into thesea, typically via the cavitation plate 1034 along the top of the lowerportion 122.

From the above description, it should be apparent that the coolingsystem in at least some embodiments actually includes multiple coolingsystems/subsystems that are particularly (though not necessarilyexclusively) suited for use with outboard motors having horizontalcrankshaft engines such as the outboard motor 104 with the engine 504.In particular, in at least some embodiments, the outboard motor includesa cooling system having both a closed-loop cooling system (subsystem),for example, a glycol-cooling system of the engine where the glycol iscooled by the heat exchanger. This can be beneficial on several counts,for example, in that the engine need not be as expensive in its designin order to accommodate externally-supplied water (seawater) for itsinternal cooling (e.g., to limit corrosion, etc.). At the same time, theoutboard motor also can include a self-draining cooling system(subsystem) in terms of its intake and use of water (seawater) toprovide coolant to the heat exchanger (for cooling the glycol of theclosed-loop cooling system) and otherwise, where this cooling system isself-draining in that the water (seawater) eventually passes outof/drains out of the outboard motor 104. Insofar as the engine 504includes both a closed-cooling system and a self-draining coolingsystem, the engine includes both a circulation pump for circulatingglycol in the former (distinctive for an outboard motor) and a water(e.g., seawater) pump for circulating water in the latter. Highcirculation velocity is achievable even at low engine speeds. Further byvirtue of these cooling systems (subsystems), enhanced engine operationis achievable, for example, in terms of better thermally-optimizedcombustion chamber operation/better combustion, lower emissionsignatures, and relative avoidance of hot spots and cold spots.

Many modifications to the above cooling system 1300 (and associatedcooling water flow circuit) are contemplated and considered within thescope of the present disclosure. For example, the water pump 135, or anadditional water pump, can be provided in the lower portion 122 (e.g.,in a lower portion gear case) to pump water from a different location.In addition, and as already noted, various modifications can be madeengine components and structures already described herein, includingtheir placement, size, and the like and the above-described coolingsystem can be modified account for such changes.

FIG. 19 is a schematic illustration of an alternative arrangement for anoutboard motor water cooling system 1900, in accordance with variousembodiments of the present disclosure. In the present illustration,cooling water flow is again represented by various arrows. As shown,cooling water flows, as indicated by arrow 1902, into the water inlets522, 524. In the instant exemplary embodiment, cooling water flows, asindicated by arrow 1904 and arrows 1906 and 1908, to first and secondwater pumps 1907, 1909 and, in so doing, cools the pumps. Water that ispumped by the water pump 1907 exits the water pump and, after doing so,flows, as indicated by arrow 1910, into and through an engine heatexchanger 1912 and then an engine oil cooler 1914. While shown asseparate coolers, it is understood that the engine heat exchanger 1912and the engine oil cooler 1914 can be integrated as a collective unit(e.g., as described with regard to FIG. 18). The engine heat exchanger1912 serves to cool engine coolant (e.g., glycol, or similar fluid), andthe engine oil cooler 1914 serves to cool oil, and at least in theseways cooling of the engine 504 is accomplished. After exiting the engineheat exchanger 1912 and engine oil cooler 1914, cooling water flows, asindicated by arrows 1916 and 1918 out to the sea, via a cavity 1033,which can be located within the cavitation plate in the lower portion122.

In addition to, or in parallel with the cooling of the engine heatexchanger 1912 and the engine oil cooler 1914 as just described, wateris pumped by the water pump 1907 and proceeds into a chamber (not shown)surrounding the exhaust channels 512. In so doing cools exhaust flowingwithin the channels. In at least some embodiments, the cooling watergenerally traverses, as indicated by 1920, the engine 504, and it isnoted that such water flow may, but need not necessarily, serve toprovide a cooling effect for the engine. Cooling water then flows to andcools the intercooler 1922 (or charge cooler) as indicated by arrow1924, 1926. As indicated by arrows 1930, 1932, cooling water flowsthrough the mufflers 1102, 1104, as well as past the first transmission514, and in so doing, the mufflers and the first transmission arecooled. Finally water proceeds, as indicated by arrows 1934, 1936 fromthe mufflers 1102, 1104, as well as from the first transmission 514, asindicated by arrow 1938, out of the outboard motor to the sea, forexample, via a cavity 1033.

Again, it is noted that many modifications to the above cooling systemsare contemplated and considered within the scope of the presentdisclosure. For example, cooling of the intercooler 1922 can beseparated from the cooling of the exhaust channels, the mufflers and thefirst transmission. An additional water pump and an additional heatexchanger (e.g., a dedicated heat exchanger) can be provided toaccomplish such separated cooling of the intercooler 1922 (andassociated cooling passages), allowing for the intercooler utilize alighter fluid, such as glycol. Again, various modifications can be madeengine components and structures already described herein, includingrespective placement, size, and the like and the above-described coolingsystem 1900 can be modified account for such changes.

FIG. 20 is a right side view of the outboard motor 104 including a rigidconnection of multiple motor components or structures to create a rigidstructure or rigid body structure, indicated by dashed line 2000, andrelated method of assembly of the rigid structure, is shown inaccordance with embodiments of the invention. The outboard motor caninclude a horizontal crankshaft engine 504. The engine 504 (or a surfaceor portion of the engine), can be bolted or otherwise connected to thefirst transmission 514 (or a surface or portion of the firsttransmission). The engine 504 is oriented horizontally, or substantiallyhorizontally, and a horizontal plane representative of such orientationis indicated illustratively by horizontal dashed line 2002. The firsttransmission 514 is oriented vertically, or substantially vertically,and a vertical plane representative of such orientation is indicatedillustratively by vertical dashed line 2004. The first transmission 514(or a surface or portion of the first transmission) can be bolted orotherwise connected to the second transmission 608 (or a surface orportion of the second transmission). The second transmission 608 isoriented horizontally, or substantially horizontally, and a horizontalplane representative of such orientation is indicated illustratively byhorizontal dashed line 2006. And the second transmission 608 (or asurface or portion of the second transmission, such as a cover portion)can be bolted or otherwise connected to the engine 504 (or a surface orportion of the engine) by way of a vertically oriented additionalstructure 2007, which can take the form of, for example, a cast motorstructure or frame portion. A vertical, or substantially vertical, planerepresentative of such orientation is indicated illustratively byvertical dashed line 2008.

Rigid body structure 2000 thus is created by the interaction of thesefour structures engaged with one another. In accordance with at leastone aspect and in the present illustrated embodiment, rigid bodystructure 2000 is rectangular or substantially rectangular in shape.Fastener 2010 is provided. Fastener 2010 permits adjustability needed(e.g., due to manufacturing tolerances and other variations) in theassembly of rigid body structure 2000 and particularly allows forvariation in the spacing between the forwardmost portion of the engineand the forward most portion of the second transmission, that is, thespacing afforded by the additional structure 2007. In accordance with atleast some embodiments, the center of gravity 2012 of the outboard motor504 is located between the vertical (or substantially vertical) planes2008 and 2004 of the rigid body structure 2000 and substantially at theplane 2002 of the engine 504. Creation and position of the rigid bodystructure 2000 in accordance with embodiments of the invention,including those which are illustrated, is particularly beneficial inthat it offers resistance to bending and torsional moments (or similarstresses) which may result during operation of the outboard motor 504.

FIG. 21 is a reduced right side view of the outboard motor 104 and amounting system 108, the mounting system being used to mount theoutboard motor to a marine vessel as previously described. FIG. 22 is aschematic cross sectional view, taken along line 22-22 of FIG. 21,showing a progressive mounting assembly 2200. FIG. 22 shows the lowersteering yoke structure 1242 mounted or otherwise connected to the lowermounting bracket structure 518 by way of bolts or other fasteners 2201so that the mid portion 120 of the outboard motor 104 is linked to themounting system 108. Also shown is steering tube structure 1246 whichprovides, as already described, for rotation of the mounting system 108about the steering axis. A thrust mount structure 2202 is furtherprovided between the mid portion 120 and the lower steering yokestructure 1246. Taken together, it can be seen that the progressivemounting assembly includes the lower steering yoke structure 1242, thelower mounting bracket structure 518, and the thrust mount structure2202,

FIGS. 23A-C are schematic illustrations depicting the progressive natureof the progressive mounting structure 2200 of FIG. 21 at various levelsof operation. With references to FIG. 23A in particular, along withFIGS. 21 and 22, the progressive mounting structure 2200 is shown at anoperational level having a low load (e.g., the motor 504 powers themarine vessel 102 at a slow or very slow speed) powering a watercraft.Accordingly, thrust mount structure 2202, which is disposed relative to,and possibly directly contacting motor mid portion 120, but with a spaceor air gap separating the thrust mount structure 2202 from the loweryoke assembly 1242.

With references to FIG. 23B in particular, along with FIGS. 21 and 22,the progressive mounting structure 2200 is shown at an operational levelhaving a medium load (e.g., the motor 504 powers the marine vessel 102at a medium or mid level speed). Accordingly, thrust mount structure2202, which is disposed relative to, and possibly directly contactingmotor mid portion 120, now contacts the lower yoke assembly 1242. Thatis, the thrust mount structure 2202 has moved relative the lower yokeassembly 1242 (e.g., such relative movement is permitted by way of thefasteners 2201), and the space or air gap previously separating thethrust mount structure 2202 from the lower yoke assembly 1242 iseliminated.

With references to FIG. 23C in particular, along with FIGS. 21 and 22,the progressive mounting structure 2200 is shown at an operational levelhaving a high load (e.g., the motor 504 powers the marine vessel 102 ata high speed). Accordingly, thrust mount structure 2202, which isdisposed relative to, and possibly directly contacting motor mid portion120. The space or air gap previously separating the thrust mountstructure 2202 from the lower yoke assembly 1242 is eliminated and thethrust mount structure 2202 contacts the lower yoke assembly 1242. Thethrust mount structure 2202 is shown in a deformed state because it nowserves to transfer force created by the high level of operation.

It should be understood that the aforementioned progressive mountingsystem previously described is illustrative in nature and variousalternatives and modifications to the progressive mounting system can bemade. Also, the progressive mounting structure facilitates changes tothe thrust mount structure. For example, a thrust mount structure can,with relative ease, be removed and replaced with another thrust mounthaving different characteristics, such as a different size, shape orstiffness. Advantageously, the progressive mounting system is capable ofbeing tuned or changed to accommodate a wide range (from very low tovery high) of thrust placed on the system in a manner that is compactand suitable for a wide variety of outboard motor mounting applications.

From the above discussion, it should be apparent that numerousembodiments, configurations, arrangements, manners of operation, andother aspects and features of outboard motors and marine vesselsemploying outboard motors are intended to be encompassed within thepresent invention. Referring particularly to FIG. 24, a rear elevationview is provided of internal components one alternate embodiment of anoutboard motor 2404. In this embodiment, as with the outboard motor 104,there is a horizontal crankshaft engine 2406 with a rearwardly-extendingcrankshaft extending along a crankshaft axis 2408 at an upper portion2409 of the outboard motor, a first transmission having an outerperimeter 2410, a second transmission 2412 within a mid portion 2413 ofthe outboard motor, and a third transmission 2414 at a lower portion2415 of the outboard motor. Also, there is an intake manifold 2416 atopthe engine 2406, exhaust manifold ports 2418 extending outward from portand starboard sides of the engine, and both cylinder heads 2420 of theengine and an engine block 2422 of the engine are visible, as is aflywheel 2424 mounted adjacent the rear of the engine. A gearcasemounting flange 2425 is further illustrated that can be understood asdividing the lower portion 2415 from the mid portion 2413, albeit it canalso be understood as within the lower portion only. Further, in thisembodiment, a supercharger 2426 is positioned above the engine block2422 between the cylinder heads 2420. Although not shown, in stillanother embodiment a turbocharger can instead be positioned at thelocation of the supercharger 2426 or, further alternatively, one or moreturbochargers can be positioned at locations 2429 beneath the manifoldports 2418.

Although in the embodiment of FIG. 24, port and starboard tubularexhaust conduits 2428 and 2430 extend downward (similar to the exhaustconduits of the engine 104) from the exhaust manifold ports 2418 to thelower portion 2415. However, in the embodiment of FIG. 24, the tubularexhaust conduits serve as more than merely conduits for exhaust. Rather,in the embodiment of FIG. 24, the tubular exhaust conduits collectivelyserve as a tubular mounting frame 2432 for the outboard motor 2404. Inparticular, the tubular mounting frame 2432 is capable of connecting theupper portion 2409, the mid portion 2413, and lower portion 2415 of theoutboard motor 2404 with one another. Further, in still otherembodiments, in addition to or instead of conducting exhaust, one ormore tubes of such a tubular mounting frame can conduct coolant or otherfluids as well.

From the above discussion, it should be understood therefore that thepresent invention is intended to encompass numerous features,components, characteristics, and outboard motor designs. Among otherthings, in at least some embodiments, the outboard motors encompassedherein are designed to be fastened to the aft end of a boat or othermarine vessel (e.g., the transom) and to power or thrust the marinevessel through the use of a horizontal crankshaft engine. Further, in atleast some embodiments, the outboard motors employ an engine that iscoupled to a first transmission, a second transmission, and a thirdtransmission, and/or is capable of steering about a steering axis and/orbeing rotatably trimmed about a trim axis. Further, in at least someembodiments, the outboard motor includes three portions, namely, upper,middle, and lower portions.

Also, in at least some embodiments, the engine is mounted above thetransom with the crankshaft centerline substantially horizontal andsubstantially parallel to a keel longitudinal axis of the boat (parallelto the keel line or other bow-to stern axis) when trimmed to a nominalangle of 0 degrees (the steering axis can be perpendicular a sea levelsurface). The engine power take off (PTO) faces aft and rotatably drivesa first transmission that transfers torque downwardly to a secondtransmission, which transmits torque through and 90 degree corner andthen into a vertical output shaft than can be also be termed adriveshaft. The driveshaft transmits the torque to a third transmission,typically within a gearcase, which directs the torque into a horizontalpropeller shaft where a propeller transfers the torque into thrust. Thehorizontal propeller shaft is typically located at or below the surfaceof the water so as to enable single or counter-rotating twin propellers.In at least some embodiments, the architecture of the outboard motor isintended to achieve good balance on the transom of the boat/marinevessel, good vibration isolation, and good steering stability across awide operating speed range.

Additionally, in at least some embodiments, a pivot axis for trimmingand tilting the outboard motor is located at the top of the transom,below the crankshaft centerline ahead of the steering axis (as notedabove, the engine also is entirely or substantially above the trimmingaxis). A vertical steering axis is created by the swivel bracket whichis constrained at the pivot axis for the trim system by the clampbrackets which are equally disposed to either side of the swivel bracketfor securing the outboard to the transom. The outboard motor can bemounted to the swivel bracket with a plurality (e.g., four) rubbermounts attached by the steering head shafting which is rotatably mountedto the swivel bracket. The four rubber mounts create an elastic mountingaxis which is designed to be aft of the vertical steering axis.Mountings as described are in the center portion of the outboard, ormidsection. Extending the mounting axis upward to the upper portionwhere the engine is located, the elastic axis will be substantiallyproximal to the engine mounting positions which are located on oppositesides of the engine block proximal the midline of the crankshaft whichis also proximate the vertical plane which contains the center ofgravity of the engine whereby the discrete engine center of gravity as aseparate component is mounted to the outboard's elastic mounting axisproximate the engines center of gravity. Extending the elastic axisdownward to the lower portion, the gearcase, to the intersection of thepropshaft centerline, the steering axis will be forward of the elasticaxis and the elastic axis will be forward of the gearcase plan viewcenter of pressure. With this architecture steering and vibrationstability can be achieved.

Further, a mounting system that generally connects an outboard motor toa marine vessel is described in connection with a wide variety ofembodiments. The mounting system accommodates significant thrustresulting from, for example, high power output by the engine duringoperation. As disclosed and in accordance with a variety of embodiments,the distance separating upper mounts or mounting portions is greaterthan the distance separating the lower mounts or mounting portions (orin the case of a single lower mount, the single lower mount or mountingportion is between and below the upper mounting portions). Such uppermount structure “spread” results in increased steering stability. In atleast some further embodiments, an additional mounting structure (e.g.,a thrust mount) can be included below the upper mount structure (e.g.,yoke structure) for additional engagement with the outboard motor underat least some operating conditions. In such embodiments, there are five(or possibly four, if there is only one lower mount) mounts in themounting assembly.

Further, in at least some embodiments, the engine is mounted to atubular assembly which provides mountings for the engine, first, secondand third transmissions, and the elastic mounts. The tubular structurecan be constructed in such a way as to utilize the rear tubular segmentsas exhaust passages thus eliminating extra plumbing within the outboardsystem. The upper portion of the tubular structure provides a pair ofmounting pads, disposed on opposite sides of the longitudinalcenterline, which are designed to receive the engine mounts. Further,the upper portion provides a rear engine mounting surface designed tomount to the rear face of the engine to which the first transmissionwill also fasten. Thus, the rear mounting surface of the tubularstructure is a plate that mounts the engine on one side and the firsttransmission on the other side. This method of mounting located theengines center of gravity as described above as well as providing athird rear mount for additional stability while under operatingconditions. Additionally, the middle section of the tubular midsectionprovides a mounting surface for the second transmission. Below themounting surface for the second transmission, the midsection providesfor an oil sump for the transmission as well as a fuel sump and locationfor a high pressure fuel pump. Further, the lower section of themidsection provides for the mounting of the third transmission, thegearcase.

Additionally, it least some embodiments, the present invention concernsan outboard motor and/or marine vessel assembly having any one or moreof the following features:

the center of gravity of the engine is vertically above the crankshaftcenter line;

torque flow: horizontal through engine, downward thru firsttransmission, forward and downward thru second transmission, downwardand rearward thru third transmission;

wet clutch mounted in the midsection with a horizontal input and avertical output;

tubular midsection construction;

separate oil pumps—dual engine pumps, transmission pump, and gearcasepump;

horizontal crankshaft with propeller below and engine vertically above;

dry sump with horizontal crankshaft;

engine oil proximate the transmission oil, and cooled by sea water;

outboard engine with integrated circulation pump and a separate remotecirculation pump drive by an accessory belt for raw seawater;

air to glycol water cooling of an aluminum intercooler;

horizontal crankshaft outboard w/supercharger located in the vee of avee type engine with the supercharger located below the intake manifold;

a horizontal crankshaft outboard engine with at least a turbo chargerlocated in the V of a V-type engine with exhaust manifold also in the V;

a horizontal crankshaft engine with turbo chargers disposed on eitherside of the crankcase;

a horizontal crankshaft outboard with a supercharger above crankshaftcenterline with an intercooler above crankshaft center line, with anintake manifold inlet above the supercharger;

a tubular midsection construction with exhaust conduit integrated as astructural member with the midsection;

the above including the combination of a water outlet tube with anexhaust tube; outboard motor with exhaust downwardly toward thepropeller and upwardly toward a throttled outlet located above thewaterline;

closure of exhaust throttle valves opens a third passage for idle reliefthrough an exhaust attenuation circuit;

an exhaust throttle valve that actuates a water control circuit for anidle relief muffler;

horizontally disposed inlet to an exhaust system, without a riser, thatflows downwardly toward the propeller;

outboard engine with accessory drive ahead of the driveshaft centerline;

an outboard with accessory drive in front of driveshaft centerline and atransmission behind the driveshaft centerline;

an outboard with a flywheel behind driveshaft centerline;

flywheel behind an engine, in front of a transmission, above a secondtransmission, above a third transmission;

a horizontal crankshaft outboard in combination with a wet clutch in thesecond transmission and a counter rotating propeller set;

a 90 degree transmission above the gearcase allowing torque to be evenlysplit between front and rear gears in both forward and reverse rotationsto minimize torpedo diameter by eliminating shifting in the gearcase;

the above feature where the 90 degree transmission drives a thirdtransmission with 2 input pinions and a single output shaft, and/or theabove feature in combination with actively managed exhaust bypass toallow increased reverse thrust;

water cooling flow path where the water induced by vacuum water thegearcase, then passes the first transmission, then the secondtransmission, then the engine oil, to the inlet of a sea pump, where itis pressurized to pass through a heat exchanger, then up to the exhaustmanifolds, then downwardly, then mixed with the exhaust and discharged,some with the exhaust and some without;

provision for the metering of water into the exhaust stream of theengine for the purpose of cooling but limiting and controlled to reducethe back pressure with the balance of water discharged outside of theexhaust path;

idle relief discharge to be common w/exhaust bypass where the dischargeis located downstream of the throttle plate;

a hinged cowl system allowing the cowl to be hinged up out of the waywithout being removed that can also be alternately removed without beinghinged up first;

a hinged cowl with a mechanical tether to prevent cowl ejection in theevent of a strike of an underwater object while at operating speeds;

the above feature with the mechanical tether disposed opposite theservice access points of the engine.

Among other things, in at least some embodiments, the present inventionrelates to an outboard motor configured to be mounted on a marinevessel. The outboard motor includes a housing including an upper portionand a lower portion, where at least one output shaft extends outwardfrom the lower portion upon which at least one propeller is supported,and an engine configured to provide first torque at a first shaftextending outward from the engine, the engine being substantiallysituated within the housing. The outboard motor also includes a firsttransmission device that is in communication with the first shaft so asto receive the output torque and configured to cause second torqueincluding at least some of the first torque to be communicated to afirst location beneath the engine, a second transmission deviceconfigured to receive the second torque and to cause third torqueincluding at least some of the second torque to be communicated to asecond location beneath the first location within or proximate to thelower portion, a third transmission device positioned within orproximate to the lower portion that is configured to receive the thirdtorque and cause at least some at least some of the third torque to beprovided to the at least one output shaft.

Also, in at least some such embodiments, the first shaft is a crankshaftof the engine and extends aftward from the engine along a horizontal orsubstantially horizontal crankshaft axis, and a center of gravity of theengine is positioned above the horizontal crankshaft axis. Further, inat least some such embodiments, the third transmission device issituated at least partly within a gear casing of the lower portion, thegear casing having at least a portion that is substantiallytorpedo-shaped. Also in at least some such embodiments, the at least oneoutput shaft includes a first output shaft and the at least onepropeller includes a first propeller. Further, in at least some suchembodiments, the third transmission device is situated at least partlywithin a gear casing of the lower portion, where the gear casing housestherewithin first and second pinions, where each of the first and secondpinions is configured to receive a respective portion of the thirdtorque, where the first and second pinions are respectively configuredto rotate in opposite directions, where the gear casing further housesfirst and second additional gears are both axially aligned with thefirst output shaft, where the first and second additional gearsrespectively engage the first and second pinions in a manner such thatopposite rotation of the first and second pinions relative to oneanother causes both of the first and second additional gears to rotatein a shared direction, and where such operation allows for the gearcasing to have a reduced cross-sectional area. Additionally, in at leastsome such embodiments, the third transmission device additionally hasthird and fourth gears respectively situated above and coupled to thefirst and second pinions, respectively, where the third gear is coupledat least indirectly to the second transmission device so as to receivethe third torque and drives the fourth gear. Further, in at least somesuch embodiments, the third transmission device is either a twin piniontransmission device or a single pinion transmission device, or the atleast one output shaft additionally includes a second output shaft andthe at least one propeller includes a second propeller, where the thirdtransmission device is configured to cause the first and second outputshafts to rotate in respectively opposite directions upon receiving thethird torque such that the first and second propellers rotate inrespectively opposite directions.

Additionally, in at least some such embodiments, the second transmissiondevice includes, or is configured to receive the second torque via, anintermediate shaft, where the intermediate shaft is below andsubstantially parallel to the first shaft, and further in at least somesuch embodiments, the second transmission device is a multi-plate wetdisk clutch transmission, and the third torque is communicated from thesecond transmission device to the third transmission device via anadditional shaft that is substantially vertical in orientation, or thesecond transmission device is capable of being controlled to achieveforward, neutral, and reverse states, where in the forward state thesecond transmission device is configured to communicate the third torquein a first rotational direction, where in the reverse state the secondtransmission device is configured to communicate the third torque in asecond rotational direction, and where the third transmission device isa twin pinion transmission device.

Further, in at least some such embodiments, the first transmissiondevice includes one of (a) a series of gears each having a respectiveaxis extending parallel to a first axis of the first shaft extendingoutward from the engine; (b) a first wheel or gear driven by the firstshaft in combination with a second wheel or gear that drives a secondaryshaft for providing the second torque further in combination with a beltor chain for linking the respective wheels or gears; or (c) first andsecond 90 degree type gear arrangements that interact such that thefirst torque provided via the first shaft is communicated from the first90 degree type gear arrangement downward via an intermediary shaft tothe second 90 degree type gear arrangement, which in turn outputs thesecond torque. Also, in at least some such embodiments, either (a) thefirst transmission device includes a transfer case that includes anarrangement of gears or other components that interact so that firstrotational movement received from the first shaft is converted intosecond rotational movement accompanying the second torque, the secondrotational movement differing in speed or magnitude from the firstrotational movement, or (b) the second torque includes substantially allof the first torque, the third torque includes substantially all of thesecond torque, and the output shaft receives substantially all of thethird torque.

Additionally, in at least some such embodiments, an oil reservoir forholding oil for the second transmission device is located within a midportion of the outboard motor, between the second transmission deviceand the third transmission device, or the oil reservoir is either (a)cooled by water coolant arriving from the lower portion of the outboardmotor, or (b) is capable of holding substantially 5 Liters or more ofoil; and in addition to the oil reservoir for the second transmissiondevice, each of the engine, the first transmission device, and thirdtransmission device additionally has a further respective dedicated oilreservoir or repository of its own, so as to enhance operationalrobustness of the outboard motor. Also, in at least some suchembodiments, a flow of rotational power from the engine to a propellerlocated at an aft end of a first propeller shaft of the at least oneoutput shaft follows an S-shaped route from the engine to the firsttransmission device to the second transmission device to the thirdtransmission device and finally to the propeller. Further, in at leastsome such embodiments, a gear ratio achieved between the output shaftand a first propeller shaft of the at least one propeller shaft can bevaried by an operator by modifying at least one characteristic of atleast one of the first, second, and third transmission devices.

Additionally, in at least some such embodiments, an aft surface of theengine is rigidly attached to the first transmission device, where thefirst transmission device is further rigidly attached to the secondtransmission device, and where the second transmission device is furtherrigidly attached, at least indirectly by an additional rigid member, tothe internal combustion engine, whereby in combination the engine, firstand second transmission devices, and additional rigid member form arigid combination structure. Also, in at least some such embodiments,the outboard motor further includes a tubular assembly that providesmountings for the engine and each of the transmission devices, where afirst of the mountings provided by the tubular assembly is located at amidsection of the tubular assembly, where proximate the midsection isfurther provided at least one of an oil sump, a fuel sump and a fuelpump, and where the tubular assembly includes at least a first tube thatserves as a conduit for exhaust produced by the engine.

Further, in at least some additional embodiments, the present inventionrelates to a method of operating an outboard engine. The method includesproviding first torque from the engine at a first shaft extendingaftward from the engine, causing second torque including at least someof the first torque to be provided to a first location below the engineat least in part by way of a first transmission device, and causingthird torque including at least some of the second torque to be providedto a second location below the first location at least in part by way ofa second transmission device. The method additionally includes causingfourth torque including at least some of the third torque to be providedto a propeller supported in relation to a torpedo portion of theoutboard engine.

Additionally, in at least some embodiments, the present inventionrelates to an outboard motor configured for attachment to and use with amarine vessel. The outboard motor comprises an internal combustionengine that is positioned substantially (or entirely) above a trimmingaxis and that provides rotational power output via a crankshaft thatextends horizontally or substantially horizontally, a propellerrotatable about a propeller axis and positioned vertically below theinternal combustion engine when the outboard motor is in a standardoperational position, and at least one transmission component thatallows for transmission of at least some of the rotational power outputto the propeller. Further, in at least some such embodiments of theoutboard motor, the outboard motor includes a front surface and an aftsurface, the outboard motor being configured to be attached to themarine vessel such that the front surface would face the marine vesseland the aft surface would face away from the marine vessel when in thestandard operational position, and the crankshaft of the engine extendsin a front-to-rear direction substantially parallel to a line linkingthe front surface and aft surface. Also, in at least some suchembodiments of the outboard motor, the internal combustion engine is anautomotive engine suitable for use in an automotive application andfurther, in at least some additional embodiments, one or more of thefollowing are true: (a) the internal combustion engine is one of an8-cylinder V-type internal combustion engine; (b) the internalcombustion engine is operated in combination with an electric motor soas to form a hybrid motor; (c) the rotational power output from theinternal combustion engine exceeds 550 horsepower; and (d) therotational power output from the internal combustion engine is within arange from at least 557 horsepower to at least 707 horsepower.

Further, in at least some such embodiments of the outboard motor, the atleast one transmission component is positioned substantially below theinternal combustion engine, between the internal combustion engine andthe propeller axis. Also, in at least some such embodiments of theoutboard motor, all cylinders of the internal combustion engine arepositioned substantially at or above a center of gravity of the internalcombustion engine. Additionally, in at least some such embodiments ofthe outboard motor, the engine includes (or is operated in conjunctionwith) at least one of a supercharger and a turbocharger, at least one ofa plurality of spark plugs, one or more electrical engine components,the supercharger, and the turbocharger is positioned above one or bothof the center of gravity of the internal combustion engine and thecrankshaft of the engine, and the outboard motor includes at least oneof an intercooler, a heat exchanger, and a circulation pump. Further, inat least some such embodiments of the outboard motor, all of thecylinders of the internal combustion engine have respective cylinderaxes that are oriented so as to be either vertical or to have verticalcomponents, and all of the cylinders of the internal combustion enginehave exhaust ports that are above the crankshaft of the engine.Additionally, in at least some embodiments of the outboard motor, theoutboard motor is configured to be attached to the marine vessel suchthat a front surface of the outboard motor would face the marine vesseland the aft surface would face away from the marine vessel when in thestandard operational position, the internal combustion engine has frontand aft sides, the front and aft sides respectively being proximate thefront and aft surfaces, respectively, and a power take off of theinternal combustion engine extends from the aft side of the internalcombustion engine.

Also, in at least some such embodiments of the outboard motor, either(a) one or more of a heat exchanger and an accessory drive output arepositioned at or extend from the front side of the internal combustionengine at or proximate to the front surface, or (b) one or more of anaccessory drive, a belt, one or more spark plugs, one or more electricalengine components, and one or more other serviceable components arepositioned at or proximate to a top side of the internal combustionengine or proximate to the front side of the internal combustion engineopposite the aft side of the internal combustion engine from which thepower take off extends. Additionally, in at least some embodiments ofthe outboard motor, (a) a flywheel is positioned aft of the internalcombustion engine, between an aft surface of the internal combustionengine and a first transmission component adjacent thereto, or (b) acenter of gravity of the internal combustion engine is above an axis ofthe crankshaft of the internal combustion engine. Also, in at least somesuch embodiments of the outboard motor, an aft surface of the internalcombustion engine is rigidly attached to a first transmission componentof the at least one transmission component, the first transmissioncomponent is further rigidly attached to a second transmission componentpositioned below the internal combustion engine, and the secondtransmission components is further rigidly attached (at least indirectlyby an additional rigid member) to the internal combustion engine,whereby in combination the internal combustion engine, first and secondtransmission components, and additional rigid member form a rigidcombination structure.

Further, in at least some such embodiments of the outboard motor, theoutboard motor further comprises a cowling that extends around at leasta portion of the outboard motor so as to form a housing therefore.Additionally, in at least some such embodiments of the outboard motor,at least one portion of the cowling extends around an upper portion ofthe outboard motor at which is located the internal combustion engine.Also, in at least some such embodiments of the outboard motor, a firstportion of the cowling is hingedly coupled to a second portion of thecowling by way of a hinge, and the hinge allows for rotation of thefirst portion of the cowling upward and aftward so that the one or moreserviceable components of the internal combustion proximate a topsurface or a front surface of the internal combustion engine areaccessible. Further, in at least some embodiments, the present inventionalso relates to a boat comprising such an outboard motor, the boat beinga marine vessel, the outboard motor being attached to a transom of theboat associated with a stern of the boat or a fishing deck of the boat.Additionally, in at least some such embodiments of the boat, an operatorstanding proximate the stern of the boat is able to access one or morecomponents of the internal combustion engine proximate one or more of afront surface and a top surface of the internal combustion engine thatare exposed when a cowling portion of the outboard motor is openedupward and aftward away from the stern of the boat. Also, in at leastsome such embodiments of the boat, the boat further comprises at leastone additional motor also attached to the transom or another portion ofthe boat, and each of the at least one additional motor is identical orsubstantially identical to the outboard motor.

Also, in at least some embodiments, the present invention relates to anoutboard motor configured for use with a marine vessel. The outboardmotor comprises a horizontal crankshaft automotive engine and means forcommunicating at least some rotational power output from the horizontalcrankshaft automotive engine to an output thrust device positioned belowthe horizontal crankshaft engine and configured to interact with waterwithin which the outboard motor is situated. Further, in at least somesuch embodiments of the outboard motor, the output thrust deviceincludes either a single propeller or two counterrotating propellers,the means for communicating includes a plurality of transmissiondevices, and a crankcase of the horizontal crankshaft automotive engineis made substantially or entirely from Aluminum.

Additionally, in at least some embodiments, the present inventionrelates to an outboard motor configured to be mounted on a marinevessel. The outboard motor comprises a housing including an upperportion and a lower portion, where at least one output shaft extendsoutward from the lower portion upon which at least one propeller issupported, and an engine configured to provide first torque at a firstshaft extending outward from the engine, the engine being substantiallysituated within the housing. The outboard motor further comprises afirst transmission device that is in communication with the first shaftso as to receive the output torque and configured to cause second torqueincluding at least some of the first torque to be communicated to afirst location beneath the engine, a second transmission deviceconfigured to receive the second torque and to cause third torqueincluding at least some of the second torque to be communicated to asecond location beneath the first location within or proximate to thelower portion, and a third transmission device positioned within orproximate to the lower portion that is configured to receive the thirdtorque and cause at least some at least some of the third torque to beprovided to the at least one output shaft.

In at least some such embodiments of the outboard motor, the first shaftis a crankshaft of the engine and extends aftward from the engine alonga horizontal or substantially horizontal crankshaft axis, and a centerof gravity of the engine is positioned above the horizontal crankshaftaxis. Further, in at least some such embodiments of the outboard motor,the third transmission device is situated at least partly within a gearcasing of the lower portion, the gear casing having at least a portionthat is substantially torpedo-shaped. Also, in at least some suchembodiments of the outboard motor, the at least one output shaftincludes a first output shaft and the at least one propeller includes afirst propeller. Additionally, in at least some such embodiments of theoutboard motor, the third transmission device is situated at leastpartly within a gear casing of the lower portion, the gear casing housestherewithin first and second pinions, each of the first and secondpinions is configured to receive a respective portion of the thirdtorque, the first and second pinions are respectively configured torotate in opposite directions, the gear casing further houses first andsecond additional gears are both axially aligned with the first outputshaft, the first and second additional gears respectively engage thefirst and second pinions in a manner such that opposite rotation of thefirst and second pinions relative to one another causes both of thefirst and second additional gears to rotate in a shared direction, andwherein such operation allows for the gear casing to have a reducedcross-sectional area.

Additionally in at least some such embodiments of the outboard motor,the third transmission device additionally has third and fourth gearsrespectively situated above and coupled to the first and second pinions,respectively, and the third gear is coupled at least indirectly to thesecond transmission device so as to receive the third torque and drivesthe fourth gear. Also, in at least some such embodiments of the outboardmotor, the third transmission device is either a twin piniontransmission device or a single pinion transmission device. Further, inat least some such embodiments of the outboard motor, the at least oneoutput shaft additionally includes a second output shaft and the atleast one propeller includes a second propeller, and the thirdtransmission device is configured to cause the first and second outputshafts to rotate in respectively opposite directions upon receiving thethird torque such that the first and second propellers rotate inrespectively opposite directions. Also, in at least some suchembodiments of the outboard motor, the second transmission deviceincludes (or is configured to receive the second torque via) anintermediate shaft, where the intermediate shaft is below andsubstantially parallel to the first shaft. Further, in at least somesuch embodiments of the outboard motor, the second transmission deviceis a multi-plate wet disk clutch transmission, and the third torque iscommunicated from the second transmission device to the thirdtransmission device via an additional shaft that is substantiallyvertical in orientation. Also, in at least some such embodiments of theoutboard motor, the second transmission device is capable of beingcontrolled to achieve forward, neutral, and reverse states, where in theforward state the second transmission device is configured tocommunicate the third torque in a first rotational direction, where inthe reverse state the second transmission device is configured tocommunicate the third torque in a second rotational direction, and wherethe third transmission device is a twin pinion transmission device.

Further, in at least some such embodiments of the outboard motor, thefirst transmission device includes one of (a) a series of gears eachhaving a respective axis extending parallel to a first axis of the firstshaft extending outward from the engine, (b) a first wheel or geardriven by the first shaft in combination with a second wheel or gearthat drives a secondary shaft for providing the second torque further incombination with a belt or chain for linking the respective wheels orgears, or (c) first and second 90 degree type gear arrangements thatinteract such that the first torque provided via the first shaft iscommunicated from the first 90 degree type gear arrangement downward viaan intermediary shaft to the second 90 degree type gear arrangement,which in turn outputs the second torque. Also, in at least some suchembodiments of the outboard motor, either (a) the first transmissiondevice includes a transfer case that includes an arrangement of gears orother components that interact so that first rotational movementreceived from the first shaft is converted into second rotationalmovement accompanying the second torque, the second rotational movementdiffering in speed or magnitude from the first rotational movement, or(b) the second torque includes substantially all of the first torque,the third torque includes substantially all of the second torque, andthe output shaft receives substantially all of the third torque.

Further, in at least some such embodiments of the outboard motor, an oilreservoir for holding oil for the second transmission device is locatedwithin a mid portion of the outboard motor, between the secondtransmission device and the third transmission device. Also, in at leastsome such embodiments of the outboard motor, the oil reservoir is either(a) cooled by water coolant arriving from the lower portion of theoutboard motor, or (b) is capable of holding substantially 5 Liters ormore of oil. Further, in at least some such embodiments of the outboardmotor, in addition to the oil reservoir for the second transmissiondevice, each of the engine, the first transmission device, and thirdtransmission device additionally has a further respective dedicated oilreservoir or repository of its own, so as to enhance operationalrobustness of the outboard motor.

Also, in at least some such embodiments of the outboard motor, a flow ofrotational power from the engine to a propeller located at an aft end ofa first propeller shaft of the at least one output shaft follows anS-shaped route from the engine to the first transmission device to thesecond transmission device to the third transmission device and finallyto the propeller. Additionally, in at least some such embodiments of theoutboard motor, a gear ratio achieved between the output shaft and afirst propeller shaft of the at least one propeller shaft can be variedby an operator by modifying at least one characteristic of at least oneof the first, second, and third transmission devices. Further, in atleast some such embodiments of the outboard motor, an aft surface of theengine is rigidly attached to the first transmission device, the firsttransmission device is further rigidly attached to the secondtransmission device, and the second transmission device is furtherrigidly attached (at least indirectly by an additional rigid member) tothe internal combustion engine, whereby in combination the engine, firstand second transmission devices, and additional rigid member form arigid combination structure. Also, in at least some such embodiments ofthe outboard motor, the outboard motor further comprises a tubularassembly that provides mountings for the engine and each of thetransmission devices, where a first of the mountings provided by thetubular assembly is located at a midsection of the tubular assembly,where proximate the midsection is further provided at least one of anoil sump, a fuel sump and a fuel pump, and where the tubular assemblyincludes at least a first tube that serves as a conduit for exhaustproduced by the engine.

Additionally, in at least some embodiments, the present inventionrelates to a method of operating an outboard engine. The method includesproviding first torque from the engine at a first shaft extendingaftward from the engine, causing second torque including at least someof the first torque to be provided to a first location below the engineat least in part by way of a first transmission device, causing thirdtorque including at least some of the second torque to be provided to asecond location below the first location at least in part by way of asecond transmission device, and causing fourth torque including at leastsome of the third torque to be provided to a propeller supported inrelation to a torpedo portion of the outboard engine.

Further, in at least some embodiments, the present invention relates toan outboard motor for a marine application comprising an upper portionwithin which is situated an engine that generates torque, and a lowerportion including a gear casing, where a propeller output shaft extendsaftward from the gear casing along an axis drives rotation of apropeller. Additionally, the gear casing includes each of: (a) first andsecond pinions, where each of the first and second pinions is configuredto receive a respective portion of the torque generated by the enginevia at least one transmission device, and where the first and secondpinions are respectively configured to rotate in opposite directions;(b) first and second additional gears that are both axially aligned withthe axis and coupled to or integrally formed with the propeller outputshaft, where the first and second additional gears respectively engagethe first and second pinions in a manner such that opposite rotation ofthe first and second pinions relative to one another causes both of thefirst and second additional gears to rotate in a shared direction; and(c) an exhaust port formed at or proximate an aft end of the gearcasing, the exhaust port allowing exhaust provided thereto via at leastone channel within the lower portion to exit the outboard motor.

Additionally, in at least some such embodiments of the outboard motor,at least one water inlet is formed along the lower portion by whichwater coolant is able to enter the outboard motor from an external watersource. Further, in at least some such embodiments, the at least onewater inlet includes a lower water inlet formed along a bottom frontsurface of the gear casing and at least one upper water inlet formedalong at least one side surface of the lower portion at a locationsubstantially midway between a top of the lower portion and the bottomfront surface. Also, in at least some such embodiments of the outboardmotor, the at least one upper water inlet includes port and starboardupper water inlets formed along port and starboard side surfaces of thelower portion. Further, in at least some such embodiments of theoutboard motor, operation of the upper water inlets can be tuned byplacing or modifying one or more cover plates over the upper waterinlets so as to partly or entirely cover over one or more orificesformed within the port and starboard side surfaces in various manners,further operation of the lower water inlet can be tuned by placing anadditional cover plate over or in relation to the lower water inlet, andall of the water inlets are positioned forward of the first and secondpinions toward a forward side of the outboard motor, the outboard motorbeing configured so that the forward side faces a marine vessel when theoutboard motor is attached to the marine vessel.

Additionally, in at least some such embodiments of the outboard motor,(a) at least one of the orifices is entirely covered over by way of atleast one of the cover plates, so as to preclude any of the watercoolant from entering the at least one orifice, or (b) the additionalcover plate is added so as to block the lower water inlet and therebypreclude any of the water coolant from entering the lower water inlet.Further, in at least some such embodiments of the outboard motor, an oildrain screw associated with an oil reservoir for the gear casingextends, from within the lower portion, toward the lower water inletwithout protruding out of the lower portion, whereby the oil drain screwcan be accessed to allow draining of oil from the gear casing, andwhereby a positioning of the oil drain screw is such that no portion ofthe oil drain screw protrudes out beyond an exterior surface of the gearcasing. Also, in at least some such embodiments of the outboard motor,the lower housing includes a front coolant chamber configured to receivethe water coolant able to enter the outboard motor via the at least onewater inlet. Additionally, in at least some such embodiments of theoutboard motor, the outboard motor further comprises first and secondtransfer gears respectively coupled to the first and second pinions byway of first and second additional downward shafts extendingrespectively from the first and second transfer gears to the first andsecond pinions, respectively, where the first and second transfer gearsengage one another and the first transfer gear receives at least some ofthe torque generated by the engine from a transmission device positionedabove the first and second transfer gears by way of an intermediateshaft extending from the transmission device to the first transfer gear.

Also, in at least some such embodiments of the outboard motor, theoutboard motor further comprises a mid portion in between the upperportion and the lower portion, where the mid portion and lower portionare configured so that at least a first portion of the water coolantreceived by the front coolant chamber passes by the first and secondtransfer gears so as to cool the first and second transfer gears.Additionally, in at least some such embodiments of the outboard motor,the outboard motor further comprises an oil reservoir for thetransmission device, the oil reservoir being positioned below thetransmission device and above the first and second transfer gears withinthe mid portion, where the mid portion and lower portion are configuredso that at least the first portion or a second portion of the watercoolant received by the front coolant chamber passes by the oilreservoir so as to cool oil within the oil reservoir. Further, in atleast some such embodiments of the outboard motor, Archimedes spiralmechanisms are formed in relation to each of the first and secondadditional downward shafts, such that oil is conducted upwards from areservoir portion within the gear casing to the first and secondtransfer gears regardless of whether the outboard motor is operating aforward or reverse direction. Also, in at least some such embodiments ofthe outboard motor, the outboard motor further comprises a mid portionin between the upper portion and the lower portion, where a transmissiondevice capable of forward-neutral-reverse operation is positioned withinthe mid portion above the first and second pinions, and where therespective portions of the torque are supplied to the first and secondpinions at least indirectly from the transmission device.

Additionally, in at least some such embodiments of the outboard motor,the lower portion includes an exhaust cavity positioned aftward of thefirst and second pinions, the exhaust cavity being configured to receiveexhaust provided thereto from the engine and being coupled by way of orconstituting the at least one channel by which the exhaust is providedto the exhaust port. Further, in at least some such embodiments of theoutboard motor, the exhaust port includes a plurality of exhaust portsections positioned around the propeller output shaft and separated fromone another by a plurality of axially extending vanes. Also, in at leastsome such embodiments of the outboard motor, the lower portion includesa cavitation plate extending aftward along a top portion of the lowerportion above the propeller, and the cavitation plate includes at leastone of a (a) cavity within which water coolant circulating within theoutboard motor arrives after performing cooling within the outboardmotor and prior to exiting the outboard motor, the cavity at leastpartly in communication with the exhaust cavity and (b) a sacrificialanode.

Further, in at least some embodiments, the present invention relates toan outboard motor for a marine application that comprises an upperportion within which is situated an engine that generates torque, and alower portion including a gear casing, where a propeller output shaftextends aftward from the gear casing along an axis drives rotation of apropeller. The gear casing has: (a) first and second pinions coupledrespectively to first and second gears by way of first and seconddownwardly-extending shafts, respectively, where each of the first andsecond gears is configured to receive a respective portion of the torquegenerated by the engine via at least one transmission device, and wherethe first and second pinions are configured to rotate in oppositedirections; (b) first and second additional gears that are both axiallyaligned with the axis and coupled to or integrally formed with thepropeller output shaft, where the first and second additional gearsrespectively engage the first and second pinions in a manner such thatopposite rotation of the first and second pinions relative to oneanother causes both of the first and second additional gears to rotatein a shared direction; and (c) a plurality of tunable water inletsformed along one or more forward surfaces of the lower portion, thetunable water inlets being configurable to allow or preclude entry ofwater coolant from an external water source to enter into the lowerportion, wherein the lower portion is configured so that at least someof the water coolant entering the lower portion passes by the first andsecond gears so as to cool the first and second gears.

Additionally, in at least some such embodiments of the outboard motor,at least one of the lower portion, upper portion and a mid portionbetween the lower and upper portions is configured to direct at leastsome of the water coolant toward or by at least one of: (a) an oilreservoir for a transmission device; (b) a heat exchanger configured tocool glycol engine coolant upon receiving the water coolant; and (c) anexhaust conduit receiving exhaust from the engine. Further, in at leastsome such embodiments of the outboard motor, the engine is a horizontalcrankshaft engine, and the at least one transmission device includes awet disk clutch transmission. Also, the present invention also relatesin at least some embodiments to a marine vessel comprising suchembodiments of the outboard motor.

Further, in at least some embodiments, an outboard motor includes alower portion having one or more tunable water inlets. In some suchembodiments, there are one or two upper water inlets locatedsubstantially midway between top and bottom regions of the lowerportion. In other embodiments, there is at least one tunable water inletalong a bottom surface of a gear case. In at least some suchembodiments, one or more water inlets are tunable by placement of one ormore covers (e.g., cover plates, clamshell-type structures, etc.) thatentirely or partly block entry of water into an interior of the lowerportion via the one or more water inlets. Water entering via the inletscan proceed into the outboard motor for use for cooling.

Additionally, in at least some embodiments, the present inventionrelates to a mounting system for connecting an outboard motor to amarine vessel. The mounting system comprises a swivel bracket structurehaving a steering tube structure and providing a steering axis aboutwhich the swivel bracket structure is capable of rotating, and a pair ofclamp bracket structures extending from the swivel bracket structure.The mounting system also comprises a first steering yoke structureconnected to the swivel bracket structure by way of the steering tubestructure, and including a first crosspiece mounting structure thatincludes a pair of first steering yoke structure mount portions whichcan be used to couple the swivel bracket structure to the outboardengine, the pair of first steering yoke structure mount portionsseparated by a first distance. The mounting system further comprises asecond steering yoke structure connected to the swivel bracket structureby way of the steering tube structure, and including a second steeringyoke structure mount portion which can be used to couple the swivelbracket structure to the outboard engine, the second steering yokestructure mount portion positioned between the pair of first steeringyoke structure mount portions.

Further, in at least some such embodiments of the mounting system, eachof the pair of first steering yoke structure mount portions includes arespective first passage and the second steering yoke structure mountportion includes a second passage. Also, in at least some suchembodiments of the mounting system, the second steering yoke structuremount portion passage is below and between the pair of first steeringyoke structure mount portions. Additionally, in at least some suchembodiments of the mounting system, the outboard motor includes ahorizontal crankshaft engine.

Also, in at least some embodiments, the present invention relates to amounting system for connecting an outboard motor to a marine vessel. Themounting system includes a swivel bracket structure having a steeringtube structure and providing a steering axis about which the swivelbracket structure is capable of rotating, and a pair of clamp bracketstructures extending from the swivel bracket structure. The mountingsystem further includes a first steering yoke structure connected to theswivel bracket structure about a steering tube structure, and includinga first crosspiece mounting structure that includes a pair of firststeering yoke structure mount portions which can be used to couple theswivel bracket structure to the outboard engine, the pair of firststeering yoke structure mount portions separated by a first distance.The mounting system additionally includes a second steering yokestructure connected to the swivel bracket structure about the steeringtube structure, and including a pair of second steering yoke structuremount portions which can be used to couple the swivel bracket structureto the outboard engine, the pair of second steering yoke structure mountportions separated by a second distance, where the first distance isgreater than the second distance, thereby providing convergence from thepair of first steering yoke structure mount portions to the pair ofsecond steering yoke structure mount portions.

Further, in at least some such embodiments of the mounting system, eachof the pair of first steering yoke structure mount portions includes apassageway and the first distance is at least about the distance betweenrespective centers of the passageways. Additionally, in at least somesuch embodiments of the mounting system, each of the pair of secondsteering yoke structure mount portions includes a passageway and thesecond distance is at least about the distance between respectivecenters of the passageways. Also, in at least some such embodiments ofthe mounting system, the first crosspiece mounting structure is centeredor substantially centered about the steering tube structure, and thecrosspiece mounting structure terminates in the pair of mount portions.Additionally, in at least some such embodiments of the mounting system,the clamp bracket structures are symmetric with respect to one another.Further, in at least some such embodiments of the mounting system, theclamp bracket structures are capable of being affixed rigidly orsubstantially rigidly to the marine vessel. Also, in at least some suchembodiments of the mounting system, the crosspiece mounting structureterminates in the pair of mount portions.

Additionally, in at least some such embodiments of the mounting system,a steering axis extends longitudinally along the center of steering tubestructure and provides an axis of rotation. Also, in at least some suchembodiments of the mounting system, the axis of rotation is vertical orsubstantially vertical. Further, in at least some such embodiments ofthe mounting system, the mounting system further includes a tilt tubestructure having an axis of rotation that permits at least one oftilting and trimming about the axis of rotation, and the axis ofrotation of the tilt tube structure further coincides with an axis ofactuation of a power steering actuator that is generally housed withinthe tilt tube structure. Also, in at least some such embodiments of themounting system, the mounting system further includes a tilt tubestructure having an axis of rotation. Further, in at least some suchembodiments of the mounting system, the swivel bracket structure isrotatable about the tilt tube axis of rotation. Additionally, in atleast some such embodiments of the mounting system, the swivel bracketstructure is at least one of tiltable and trimmable about the tilt tubeaxis of rotation. Also, in at least some such embodiments of themounting system, the tilt tube axis of rotation is horizontal orsubstantially horizontal and, by virtue of swiveling around the tilttube axis of rotation, it is possible to rotate the outboard motor inrelation to a transom of the marine vessel so as to bring a lowerportion of the marine vessel out of the water within which it wouldordinarily be situated.

Also, in at least some embodiment, the present invention relates to amounting system for connecting an outboard motor to a marine vessel. Themounting system comprises a swivel bracket structure having a steeringtube structure and providing a steering axis about which the swivelbracket structure is capable of rotating, and a pair of clamp bracketstructures extending from the swivel bracket structure. The mountingsystem further comprises a tilt tube structure having an axis ofrotation, the tilt tube structure housing (at least in part) a powersteering cylinder having a central axis that coincides, or substantiallycoincides, with the tilt tube structure axis of rotation. Further, in atleast some such embodiments of the mounting system, the power steeringcylinder includes a power steering piston that is capable of movingwithin the steering cylinder in response to power steering fluidmovement. Additionally, in at least some such embodiments of themounting system, the swivel bracket structure is rotatable about thetilt tube axis of rotation. Further, in at least some such embodimentsof the mounting system, the swivel bracket structure is at least one oftiltable and trimmable about the tilt tube axis of rotation. Also, in atleast some such embodiments of the mounting system, the tilt tube axisof rotation is horizontal.

Additionally, in at least some such embodiments of the mounting system,the mounting system further comprises a first steering yoke structureconnected to the swivel bracket structure by way the steering tubestructure, and including a first crosspiece mounting structure thatincludes a pair of first steering yoke structure mount portions whichcan be used to couple the swivel bracket structure to the outboardengine, the pair of first steering yoke structure mount portionsseparated by a first distance, and a second steering yoke structureconnected to the swivel bracket structure by way of the steering tubestructure, and including a second steering yoke structure mount portionwhich can be used to couple the swivel bracket structure to the outboardengine, the second steering yoke structure mount portion positionedbetween the pair of first steering yoke structure mount portions. Also,in at least some such embodiments of the mounting system, the mountingsystem further comprises a first steering yoke structure connected tothe swivel bracket structure about a steering tube structure, andincluding a first crosspiece mounting structure that includes a pair offirst steering yoke structure mount portions which can be used to couplethe swivel bracket structure to the outboard engine, the pair of firststeering yoke structure mount portions separated by a first distance,and a second steering yoke structure connected to the swivel bracketstructure about the steering tube structure, and including a pair ofsecond steering yoke structure mount portions which can be used tocouple the swivel bracket structure to the outboard engine, the pair ofsecond steering yoke structure mount portions separated by a seconddistance, wherein the first distance is greater than the seconddistance, thereby providing convergence from the pair of first steeringyoke structure mount portions to the pair of second steering yokestructure mount portions.

Further, in at least some embodiments, the present invention relates toa method of cooling an outboard motor having a lower portion, a midportion, an upper portion, a first transmission disposed in the upperportion and a second transmission disposed in the mid portion. Themethod includes receiving, into the lower portion of the outboard motor,an amount of cooling water, and flowing the amount of cooling watergenerally upwardly into the mid portion of the outboard motor and pastthe second transmission. In at least some such embodiments of themethod, the amount of cooling water is received into the lower portionof the outboard motor via a plurality of water inlets, and/or thecooling water cools at least in part the second transmission. Also, inat least some such embodiments of the method, the amount of coolingwater that is flowing upwardly in the mid portion of the outboard motorflows vertically or substantially vertically. Further, in at least somesuch embodiments of the method, the amount of cooling water flowing intothe mid portion of the outboard motor also flows generally rearwardly inthe mid portion past at least one of a pair of transfer gears and asecond transmission oil reservoir to cool any oil in the reservoir.Also, in at least some such embodiments of the method, an engine isdisposed in the upper portion of the outboard motor and the amount ofcooling water flows from the mid portion generally upwardly into theupper portion.

Additionally, in at least some such embodiments of the method, themethod further comprises flowing the amount of cooling water forwardlyto a water pump. Also, in at least some such embodiments of the method,the method further comprises pumping, using the water pump, the amountof cooling water into and through, so as to cool, an engine heatexchanger and an engine oil cooler. Further, in at least some suchembodiments of the method, the method further comprises cooling a heatexchanger fluid at the heat exchanger using the amount of cooling waterand further cooling an amount of oil at the engine oil cooler using theamount of water. Additionally, in at least some such embodiments of themethod, the method further comprises, after exiting the engine heatexchanger and engine oil cooler, flowing the amount of water generallydownwardly, toward and into at least one chamber surrounding a pluralityof exhaust channels, and further flowing the amount of water backupwardly into at least one exhaust manifold, so as to cool exhaust.Also, in at least some such embodiments of the method, cooling waterflows in a direction counter to a direction of exhaust flow so as tocool the exhaust (while in the at least one chamber surrounding theexhaust channels). Further, in at least some such embodiments of themethod, after exiting the at least one exhaust manifold, the amount ofcooling water flows downwardly, through one or more mufflers, and pastthe first transmission and, in so doing, cools the one or more mufflersand the first transmission. Also, in at least some such embodiments ofthe method, the method further comprises flowing the amount of coolingwater out of the outboard motor, by way of the lower portion.

Further, in at least some embodiments, the present invention relates toa method of cooling an outboard motor having a lower portion, a midportion, and an upper portion. The method comprises receiving, into thelower portion of the outboard motor, an amount of cooling water, andflowing the amount of water upwardly from the lower portion to andthrough the mid portion and into the upper portion. The method alsoincludes flowing a first portion of the amount of water into a firstwater pump and pumping the water from the first pump into and throughone or more engine heat exchangers (e.g., and engine coolant heatexchanger and/or an engine oil cooler) and, after exiting the engineheat exchanger(s), flowing the first portion of the cooling water out ofthe outboard motor by way of the lower portion. The method furtherincludes flowing a second portion of the amount of water into a secondwater pump and pumping the second portion into chambers surroundingrespective exhaust channels to cool exhaust flowing within the channels,and flowing the second portion of the amount of cooling water through aplurality of mufflers and past a first transmission disposed in theupper portion, and in so doing, cooling the mufflers and the firsttransmission. The method additionally includes flowing the secondportion of the amount of cooling water from the mufflers and the firsttransmission, out of the outboard motor.

Additionally, in at least some such embodiments of the method, themethod further comprises flowing the amount of cooling water generallyupwardly into the mid portion of the outboard motor and past, so as tocool, the second transmission disposed in the mid portion. Further, inat least some such embodiments of the method, the method furthercomprises cooling the engine in the upper portion by cooling enginecoolant using a heat exchanger and cooling engine oil using an engineoil cooler. Also, in at least some such embodiments of the method, themethod further comprises at least one of: (a) flowing the second portionof the amount of cooling water to, so as to cool, an intercooler, and(b) flowing a third portion of the amount of water into a third waterpump and pumping the third portion of the amount of cooling water to, soas to cool, an intercooler. Further, in at least some such embodimentsof the method, the intercooler is an aluminum intercooler, and air toglycol water cooling is performed at the intercooler.

Further, in at least some embodiments, the present invention relates toa rigid body structure for use with outboard motor comprising aninternal combustion engine that is rigidly attached to a first a firsttransmission assembly, a second transmission assembly positioned belowthe internal combustion engine and connected the first transmissionassembly, and an additional rigid member connected to the secondtransmission assembly and to the internal combustion engine, whereby incombination the internal combustion engine, first and secondtransmission assemblies, and the additional rigid member form a rigidbody structure. Additionally, in at least some such embodiments of therigid body structure, the internal combustion engine is a horizontalcrankshaft engine. Further, in at least some such embodiments of therigid body structure, the rigid body structure is rectangular orsubstantially rectangular in shape. Also, in at least some suchembodiments of the rigid body structure, the rigid body structureincludes a fastener which permits adjustability in the assembly of therigid body structure.

Additionally, in at least some embodiments, the present inventionrelates to a progressive mounting assembly of an outboard motor alsohaving a transom mounting assembly, the progressive mounting assemblyfor use in allowing connection of the outboard motor to a transom of amarine vessel by way of the transom mounting assembly. The progressivemounting assembly includes a steering yoke structure capable of beingused with the transom mounting assembly, a mounting bracket structureconnected to the steering yoke structure and mountable to a remainder ofthe outboard motor, and a thrust mount structure in operable associationwith the steering yoke structure and the mounting bracket structure suchthat the thrust mount structure is capable of transferring force induring an operational range of the outboard motor. Further, in at leastsome such embodiments of the progressive mounting assembly, the thrustmount structure contacts the lower yoke assembly and is deformedtransferring a moderate to substantial force.

Also, in at least some embodiments, the present invention relates to anoutboard motor adapted for use with a marine vessel. The outboard motorcomprises an internal combustion engine positioned substantially withinan upper portion of the outboard motor, where the internal combustionengine is configured to output rotational power at a crankshaft andfurther output exhaust from at least one engine cylinder duringoperation of the engine, and a first exhaust conduit that is configuredto communicate at least some of the exhaust downward from the engine toa gear casing at a lower portion of the outboard motor, where theexhaust is able to exit the lower portion by way of at least one orificeformed in an aft surface of the gear casing positioned in front of apropeller attached to the gear casing. The outboard motor furthercomprises at least one water inlet positioned proximate a front surfaceof the lower portion by which water coolant is able to enter into thelower portion from an exterior water source, and at least one channelleading from the at least one water inlet to a portion of the exhaustconduit, the least one channel being configured to direct at least someof the water coolant to pass in proximity to the exhaust conduit so asto cool the exhaust communicated by the exhaust conduit.

Further, in at least some such embodiments of the outboard motor, the atleast one engine cylinder includes a plurality of engine cylinders,where the first exhaust conduit is configured to receive the exhaustfrom a first cylinder along a first side of the engine, and the outboardmotor further comprises a second exhaust conduit that is configured toreceive additional exhaust from a second cylinder along a second side ofthe engine and to communicate at least some of the additional exhaustdownward from the engine to the gear casing. Also, in at least some suchembodiments of the outboard motor, the first and second exhaust conduitsrun along port and starboard sides of the outboard motor so as tominimize heat transfer from the exhaust conduits to one or both of oilor other internal engine components. Additionally, in at least some suchembodiments of the outboard motor, the outboard motor further comprisesthird and fourth exhaust conduits that link the first and second exhaustconduits, respectively, with first and second mufflers, respectively,the first and second mufflers being positioned aftward of the internalcombustion engine substantially along first and second sides of a firsttransmission. Also, in at least some such embodiments of the outboardmotor, the first and second mufflers are coupled in a manner tending toreduce or ameliorate noise associated with the exhaust and additionalexhaust communicated from the engine.

Further, in at least some such embodiments of the outboard motor, outputports of the first and second mufflers are coupled to output orificesformed within an upper portion of a cowling of the outboard motor, wherepositioning of the orifices within the upper portion minimizes waterentry into the orifices, and where the upper portion of the cowlingfurther includes at least one air intake port. Additionally, in at leastsome embodiments, the engine is a horizontal crankshaft engine thatoutputs the exhaust communicated by the exhaust conduits. Also, in atleast some embodiments, coolant for cooling exhaust flows in a directopposite or counter a direction of flow of the exhaust leaving theengine.

Additional alternate embodiments are also possible. For example, in someother embodiments, more than one (e.g., two) of the outboard motors suchas the outboard motor 104 are positioned on a single marine vessel suchas the marine vessel 102 to form a marine vessel assembly.

Further, numerous additional features can be provided in one or moreadditional embodiments of outboard motors encompassed herein. Amongthese additional features are (a) a cowling system with one or morefeatures that are in addition to or in place of one or more for cowlingsystem features already discussed above; (b) a water pump system asdescribed below; (c) a vapor separating tank (VST) system as describedbelow; and (d) an oil tank system as described below. It should beunderstood that, notwithstanding the discussion below, the presentdisclosure is intended to encompass numerous different embodiments ofoutboard motors having any one or more of the features described aboveand/or below, including any one or more of the cowling, water pump, VST,and oil tank systems specifically described below, and/or modifiedversions of any one or more of those features or systems. Further, thepresent disclosure is intended to encompass any one or more of suchfeatures or systems as those features or systems can be implemented in avariety of outboard motors, as well as intended to encompass any of avariety of marine vessels that employ any one or more of such outboardmotors and/or features and/or systems. Additionally, the presentdisclosure is intended to encompass numerous different embodiments ofmethods and processes of operation, use, manufacturing, and assemblysuited for any one or more of such features or systems, outboard motorsemploying any such features or systems, and/or marine vessels employingany such outboard motors, features, and/or systems.

Cowling System

The present invention in at least some embodiments relates to anoutboard motor that includes a cowling system in which the cowling isdivided into first and second portions and serves to divide an interiorregion within the upper portion of the motor into two subcavities. Afirst portion of the cowling is implemented around the transmission,which is insensitive to water submersion, and air enters the outboardmotor via the first portion. Additionally, a second portion of thecowling is enclosed around the engine. Airflow passages connect the twoportions in such a manner as to allow passage of air but discouragepassage of water.

In at least some such embodiments, the first portion is separated fromthe second portion by way of a substantially vertical interior wallformation, and the first portion and second portions are in fluidcommunication with one another by way of an opening proximate a bottomof the wall formation. Air entering the outboard motor enters atinlet(s) positioned at or proximate to a top of the motor and a top ofthe wall formation such that, for the air to reach the engine, the airmust pass downward through the first portion to the opening and thenupward into the second portion toward the engine. Further in at leastsome such embodiments, air is delivered to the engine in the secondportion while entrapped/entrained water is separated in the firstportion and allowed to drain through passages provided in the lowermostportion of the first portion of the cowling system. Also, in at leastsome such embodiments, the cross-sectional sizes of the first and secondportions are different from one another such that air flow downwardthrough the first portion is at a higher flow rate and air flow upwardinto/through the second portion is at a lower flow rate.

At least some embodiments of the improved cowling system are appropriateespecially for large outboard motors that require high airflow rates dueto elevated power levels. By dividing the cowling system into twoseparate compartments where a first compartment is partitioned from asecond compartment and a relatively low restriction passage is providedbetween the first and second compartment. Then the first compartment canbe utilized to create an airflow reversing effect where air velocity isutilized to separate water from air due to the reversal effect. Hereairflow is introduced to the cowling and immediately directed downwardlyin the first compartment then turned upwardly causing water to “fallout” to the bottom of the first compartment and thereby be drained. Thenthe upwardly rising air passes into the second and larger compartmentcausing a slowing of the airflow which in turn causes the remainder ofentrapped water to be drained through a second set of drain orifices inthe lower portion of the second cowl chamber.

Hence, in such embodiments, the first chamber is designed to be smallerthan the second chamber as higher airflow velocity better serve thereversal effect than the larger chamber utilizes lower velocity forfurther water removal as the larger second chamber has a longerhorizontal path that allows more time for gravity to pull the heavierentrapped water from the slowly rising airflow. In this way, low airflowrestriction is accomplished for better engine breathing efficiency whilewater is efficiently removed sequentially in each of two chambers eachequipped with independent drain orifices and enabled by both highvelocity reversal effects and low velocity gravitational effects.

In view of these features, the outboard motor serves to one or more of(1) minimize the ingress of water into the motor (e.g., due to the highplacement of the air inlets), (2) minimize proceeding of water towardwater-sensitive components such as the engine due to one or more of (a)the required flow path for air involving forward movement of the air,(b) successive downward and then upward movement of the air within themotor, and/or (c) high velocity air flow downward followed by lowvelocity upward air flow, and/or (3) enhanced drainage of water from theoutboard motor, so as to keep water-sensitive components such as theengine as dry as possible, by way of water outlets at two distinctregions of the outboard motor.

Referring to FIG. 25, a right side elevation view of an example outboardmarine propulsion system or outboard motor (or outboard engine oroutboard machine) 2500 is shown. The outboard motor 2500 can be analternate embodiment of the outboard motor 104 already discussed above.In the present embodiment, the outboard motor 2500 is configured to becoupled to a stern (rear) edge or transom of a marine vessel (not shown,but which can be for example the marine vessel 100 discussed above) byway of a mounting system 2502 positioned along a front edge or region2503 of the outboard motor. As already discussed above, it will beappreciated that the marine vessel in relation to which the outboardmotor 2500 can be utilized can take any of a variety of forms includinga variety of speed boats, yachts, other pleasure craft, as well as othertypes of boats, marine vehicles and marine vessels.

Further with respect to FIG. 25, the outboard motor 2500 particularlyincludes a cowling system or simply cowling (or cowl) 2504 surroundingand forming a housing for an upper portion 2506 and a mid portion 2508of the outboard motor. A lower portion 2510 of the outboard motor 2500includes a propeller 2512 that is located along a rear edge or region2513 of the outboard motor and that is rotated by operation of theoutboard motor 2500 and, by virtue of such rotation, drives the outboardmotor and any marine vessel to which the motor is attached. With respectto the cowling 2504 in particular, the cowling can generally beconsidered to have an upper cowl 2514 and a lower cowl 2516, where theupper cowl is generally the portion of the cowl corresponding to theupper portion 2506 of the outboard motor 2500, and the lower cowlgenerally encompasses the portion of the cowl positioned within the midportion 2508 of the outboard motor (albeit the lower cowl can also beconsidered to be partly or entirely within a lower portion of the upperportion 2506 of the outboard motor). FIG. 25 additionally shows thecowling 2504 to include air inlet(s) (in the Helmut as discussed below)2518 and optional side air inlets 2520 and associated covers 2522.

Turning to FIGS. 26, 27, and 28, a side elevation cutaway view, rearperspective cutaway view (or rear ¾ view), and front perspective cutawayview (or front ¾ view), respectively, of a portion of the outboard motor2500 of FIG. 25 generally corresponding to the upper portion 2506 of theoutboard motor and also referred to as a “powerhead” of the outboardmotor are shown. For simplicity of discussion, FIG. 26 will beparticularly referred to in the discussion below except where particulardetails of interest are particularly evident from one or more of FIGS.27 and 28 as mentioned below, and it should be understood that thediscussion below is equally pertinent to FIGS. 27 and 28. Further inaddition to FIGS. 26, 27, and 28, an additional top view of the upperportion 2506 of the outboard motor 2500 is provided in FIG. 29, whichdiffers from the views of FIGS. 26, 27, and 28 insofar as the upperportion 2506 is shown with the upper cowl 2514 (or a Helmut of thecowling 2504) removed.

FIG. 26 particularly shows portions of the cowling 2504, particularlyportions of the upper cowl 2514, to be removed (sectioned off) so as toreveal several internal components of the outboard motor 2500 (that is,FIG. 26 can be considered a view of the powerhead with section cowl).Among other things, FIG. 26 shows that the cowling 2504 includes anouter (exterior) cowling 2600 that forms the outer housing of the upperportion 2506 of the outboard motor 2500. An upper portion 2602 of theouter cowling 2600 extends upward and over an internal combustion engine2604 of the outboard motor 2500 and corresponds to (or forms part of)the upper cowl 2514. Further, a lower portion 2606 of the outer cowling2600 extends underneath the engine 2604 and corresponds to (or formspart of) the lower cowl 2516.

In addition to the outer cowling 2600, the cowling 2504 further includesseveral interior cowling portions that are positioned/extend within theinterior of the outer cowling. More particularly as shown, the interiorcowling portions include an upper divider plate 2608 that extends withinthe interior of the outer cowling 2600, rearward of the engine 2604,downward from the upper portion 2602, to a location 2609 beneath (inthis example, just beneath) the engine 2604 (and behind the engine).Further, the interior cowling portions also include a lower dividerplate 2610 that is located beneath (and behind) the engine 2604. Asshown in FIG. 26, the lower divider plate 2610 has a first section 2612that extends horizontally inwardly (forwardly) from a rear surface ofthe upper cowl 2514, and then a second section 2614 that extendsvertically upward from a front end of the first section 2612, up to alocation beneath the location 2609 and beneath the engine 2604. Byvirtue of the upper and lower divider plates 2608 and 2610,respectively, an interior cavity within the cowling 2504 (andparticularly within the upper cowl 2514) is substantially divided intotwo major subcavities, namely, a first cowling section 2618 and a secondcowling section 2620. As shown, the second cowling section 2620 islocated frontward of the first cowling section 2618, and the engine 2604is situated within the second cowling section 2620. By contrast, atransmission 2622 is situated within the first cowling section 2618.

Although the upper and lower divider plates 2608 and 2610 serve tosubstantially divide the interior cavity of the cowling 2504 into thefirst and second cowling sections 2618 and 2620, those subcavities arestill in fluid communication with one another by way of one or moreintermediate air flow passages or spaces or openings 2624 that existbetween the bottom edges of the upper divider plate 2608 at the location2609 and an upper edge of the lower divider plate 2610, which is shownto be located at a location 2625. As will be discussed further below,the openings 2624 allow for air entering the first cowling section 2618to proceed into the second cowling section 2620, so that the air can bereceived and utilized by the engine 2604 (or throttle) within thatsecond cowling section. That is, the openings 2624 are air transferopenings from the first cowling section 2618 into the second cowlingsection 2620 allow for airflow to the engine 2604.

It should further be noted that, in relation to the openings 2624, inthe present embodiment there are two such openings as is evidentparticularly from FIG. 29. More particularly as shown, the openings 2624are located toward each of the left and rights sides of the cowling2504. Further, as is evident particularly from FIG. 27, the openings2624 in the present embodiment are actually formed at least partlybetween bottom edges (at the location 2609) of flap portions 2627 of theupper divider plate 2608 that extend at least partly in the rearwarddirection and upper edges of the lower divider plate 2610. In alternateembodiments, however, only one of the openings 2624 (e.g., one sideonly) or more than two of the openings can be present.

In addition to the above, the cowling 2504 further includes anadditional lower cowl plate 2626 that extends forward from the lowerdivider plate 210. More particularly as shown, the lower cowl plate 2626is generally at the same level (albeit somewhat vertically higher than)the first section 2612, and extends generally beneath the engine 2604and forms a floor of the second cowling section 2620. Because the firstsection 2612 of the lower divider plate 2610 and the lower cowl plate2626 respectively form the floors of the first and second cowlingsections 2618 and 2620, respectively, any water entering the first andsecond cowling sections naturally due to gravity will eventually tend tofall to those structures. So that water reaching those structures canexit the outboard motor, the first section 2612 includes water outletpassages 2628 and the lower cowl plate 2626 also includes a water outletpassage 2630.

Referring still to FIG. 26, a path of the airflow thru the first andsecond cowling sections 2618 and 2620 is such that waterentrained/entrapped in the air entering the outboard motor issubstantially or entirely eliminated prior the air reaching the engine2604 (or throttle associated therewith). As shown by arrows 2632, firstthe airflow enters thru the air inlets 2518 provided at the uppermostportion of the upper cowl 2514 of the cowling 2504, which can also bereferred to as the Helmut (in at least some embodiments, the Helmut canbe a removable portion of the cowling, and can correspond, for example,the upper portion 2602 of the cowling). The air inlets 2518 particularlyare positioned as high as possible from the anticipated surface of theocean or other body of water in which the outboard motor will beoperated, so as to minimize the amount of water that will likely enterinto the air inlets. By virtue of the positioning and orientation of theair inlets 2518 (which again are air passages that are downwardlydirected into the first cowling section 2618), air particularly entersthe cowling 2504 in a downwardly manner. In at least some embodiments,the air inlets 2518 are configured so that air entering air inlets needsto flow not only downward but also forward so as to enter the airinlets.

Further as shown by arrows 2634, the air entering the air inlets 2518 isdirected downwardly by the steeply vertical surface of the upper (air)divider plate 2608, which as discussed above separates the first cowlingsection 2618 and the second cowling section 2620 (the upper dividerplate 2608 can also be considered to form part of the first cowlingsection). The downwardly directed air then reaches the lower dividerplate 2610 (which also serves to divide the first and second cowlingsections 2618, 2620, and which can also be considered as part of thefirst cowl section), and that air is turned upwardly in order to escapeinto the second cowling section 2620 by way of the opening(s) 2624, asrepresented by arrows 2636.

As discussed, the air passing through the first cowling section 2618will often if not typically include entrained/entrapped water. Due tothe downward direction of the air flow within the first cowling section2618, the heavier water droplets continue downwardly thereby arecollected at the first section 2612 of the lower divider plate 2610 aredrained from the first cowling section as indicated by arrows 2638 andultimately out of the outboard motor via the water outlet passages 2628provided thereon (the water outlet passages provided in the lowerportion of the first cowling section 2618). Since the first cowlingsection 2618 encloses the transmission 2622, and since exposure to wateris not a problem for the transmission (particularly water flowing aroundit), this water flow through and out of the first cowling section 2618is an acceptable and satisfactory manner of handling the water.

As mentioned, the air entering the first cowling section 2618 eventuallyflows into the second cowling section 2620 via the openings 2624. In thepresent embodiment, two of the openings 2624 are provided, one on eachside of the cowling 2504 (again see FIG. 29), albeit in otherembodiments there could be more than two such openings or there couldonly be a single opening (e.g., one opening at only one side of thecowling). Upon entering the second cowling section 2620 where the engine2604 resides, the air then flows forward and upward over and around theengine 2604 as represented by arrows 2640 toward a throttle 2642 (or airentrance into the engine), where it is then ingested into the engine.

Although much (if not largely or substantially all) of any waterentrapped/entrained in the air entering the first cowling section 2618leaves the engine via the water outlet passages 2628, some remainingwater droplets can succeed in passing thru the first cowling section2618. Even though this can occur, these water droplets nevertheless tendto exit out of the second cowling section 2620 by falling to the lowercowl plate 2626 and exiting from the water outlet passage 2630 beforethose water droplets pass by the engine 2604, or at least before thosewater droplets reach the throttle 2642. This process of the waterdroplets tending to exit the second cowling section 2620 before reachingthe engine 2604 (or the throttle 2642) occurs partly because the water,in order to proceed from the openings 2624 to the throttle 2642, notonly must pass over a relatively long distance between the openings 2624and the throttle 2642, but also must do so even though the air is movinggenerally upward at this time over this distance.

Although water is eliminated from the outboard motor 2500 for thereasons discussed above, in the present embodiment there are otherreasons as well. In particular, the cross-sectional areas of the firstand second cowling sections 2618 and 2620 (as well as the openings 2624)are set in a manner that causes variations in the velocity of the airflow within the first and second cowling sections, which further aids inwater elimination. More particularly, in the present embodiment, a firstcross-sectional area of the flow path within the first cowling section2618 (e.g., a first cross-sectional area taken normal to one of thedownwardly-directed arrows 2634) is smaller than a secondcross-sectional area of the flow path within the second cowling section2620 (e.g., a second cross-sectional area taken normal to a first arrow2644 of the arrows 2640). The openings 2624 can, in combination with oneanother, also have a total cross-sectional area equal or similar in sizeto that of the first cross-sectional area of the first cowling section(or alternatively some other size can be chosen). Given such dimensions,the air flow downward through the first cowling section 2618 occurs at asubstantially higher velocity than the air flow forward and upwardthrough the second cowling section 2620. This facilitates waterelimination since, in the first cowling section, the water droplets inthe downwardly-flowing air have a relatively high momentum such that,even though the air ultimately changes direction so as to proceedthrough the openings 2624, the water droplets tend to continue ondownward toward the water outlet passages 2628.

Further, in the second cowling section 2620, the lower velocity of theair flow due to the larger cross-sectional area constitutes a furtherreason as to why the water drops are encouraged to fall out of theslower moving airstream, since this better allows the water to fall tothe bottom of the second cowling section 2620 and thereby be drainedthrough the water outlet passage (or passages) 2630 in the lower cowlplate 2626. The throttle 2642 in the second cowling section 2620 (withinwhich is situated the engine 2604) is positioned high and as far (as farforward) as practical, away from the first cowling section 2618, so asto allow as much time and distance as possible for water to fall out ofsuspension with the air. By way of these features of the two-sectioncowling system, air and water are separated to the greatest extentpossible to provide dry air to the engine and return liquid water to theocean or other body of water.

In addition to the above-discussed features, as mentioned in relation toFIG. 25 in at least some embodiments the outboard motor 2500 alsoincludes optional side air inlets 2520 and associated covers 2522. Theside air inlets 2520 and covers 2522 particularly are configured so thatair flowing in through the side air inlets necessarily flows in aforward direction as indicated by arrow 2524 in FIG. 25. Further, giventhe location of the side air inlets 2520, the side air inlets connect(open) directly into the second cowling section 2620 (as shown in FIG.26) and, to reach the throttle 2642, the air flow must also be upwardlydirected within the second cowling section 2620.

The side air inlets 2520 can be used to govern air flow entry forvarious purposes, depending upon the embodiment or circumstance (in somecases, there is electronic control of the opening or closing of the sideair inlets, for example, by controlled opening or closing of thecovers). Among other things, the flow of air via the side air inlets2520 is used to control temperature or to control air inflow losses (orto provide additional air for use by the engine 2604). Because airflowing in via the side air inlets 2520 can only reach the throttle 2642if the air is moving forward and upward, water entrained/entrapped in(or otherwise associated with) that air again tends not to reach thethrottle. This is particularly true since, during operation of theoutboard motor 2500 in connection with a marine vessel, the motor andvessel are already moving forward such that air is passing rearward inrelation to the motor, and thus the air entering the side air inlets2520 essentially has to completely change direction for it to enter invia the side air inlets.

Water Pump System

In at least some embodiments encompassed herein, and particularly in theoutboard motor 2500 of FIG. 25, the outboard motor also employs animproved water pump system or arrangement, in which a water pumpassembly is integrated with the transmission 2622 of the outboard motor.In particular, in the present embodiment, although an engine mountedcirculation pump (such as that provided with automotive type engines) isused, the outboard motor 2500 also has a sea pump that is integratedinto the transmission 2622 for compactness and durability by theelimination of external plumbing and rubber belt drive systems. Asdescribed in further detail below, FIGS. 30 and 31 show a water (sea)pump assembly (which can also generally be considered a water pump) 3000integrated into the transmission 2622 (which can also be considered atransmission assembly) without any external plumbing. The combination ofthe transmission 2622 and water pump assembly 3000 shown in FIGS. 30 and31 can be considered overall as forming a transmission and water pumpassembly. Further, FIG. 32 shows a cross-sectional cutaway view throughthe transmission 2622 in proximity to the water pump assembly 3000, andfurther depicts a gear train 3200 and a shaft system 3202 that drivesthe twin counter rotating impellers. FIG. 33 further reveals the detailsof the counter-rotating impellers acting in conjunction with each other,and FIG. 34 is an exploded view of the water pump assembly to reveal thecomponents of the water pump assembly that allow the water pump assemblyto operate.

As already noted, FIGS. 30 and 31 illustrate the water pump assembly3000 and transmission 2622 in accordance with the present embodiment. Asshown, the water pump assembly 3000 is integrated into the transmission2622 without any external plumbing (e.g., pipes, fixtures, etc.). Thewater pump assembly 3000 includes a water pump body or housing 3002which generally houses (e.g., within its interior) components orstructure of, or associated with, the water pump assembly as describedand illustrated further herein. The water pump assembly 3000, and moreparticularly the housing 3002, includes an inlet or inlet port 3004 andan outlet or outlet port 3006 as well as an additional outlet port 3008,all of which are discussed further below. Additionally referring to FIG.32, the cross-sectional cutaway view shown therein is particularly across-sectional view taken along a center vertical axis extendingthrough the transmission 2622 (which therefore proceeds through thecenters of the shafts within the transmission) in proximity to the waterpump assembly 3000. FIG. 32 further depicts the gear train 3200 andshaft system 3202 that drives the water pump assembly 3000, andparticularly its twin counter rotating impellers, as shown and describedfurther herein, in accordance with embodiments of the presentdisclosure. As shown, in one orientation, the water pump assembly 3000includes an upper water pump 3005 comprising an upper one of the twinimpellers, and a lower water pump 3007 comprising a lower one of thetwin impellers. Further, the shaft system 3002 is shown to comprise afirst or driven shaft 3204 and a second or output shaft 3206. Thetransmission 2622 is housed by a transmission housing 3208.

Turning to FIGS. 33 and 34, structural and functional details of thewater pump assembly 3000 are revealed and illustrated. As illustrated inFIG. 33, the upper water pump 3005 of the water pump assembly 3000particularly includes an impeller structure (or simply impeller) 3300and the lower water pump 3007 of the water pump assembly 3000particularly includes an impeller structure (or impeller) 3302. Asalready noted above, in accordance with the present embodiment, theimpellers 3300 and 3302 are counter-rotating impellers acting inconjunction with each other. More particularly as shown in FIG. 34, thewater pump assembly 3000 includes the water pump housing 3002, alongwith a cover plate structure 3400 (e.g., a cover plate), a wear platestructure 3402 (e.g., an outer wear plate), a plurality of ported linerstructures 3404 a and 3404 b, inner wear plates 3406 a and 3406 b, and aseal structure 3408 (e.g., an o-ring seal), which are fastened orotherwise secured by way of fasteners 3410, which in this exampleinclude eight assembly screws. With respect to water pump orientationand operation, as seen in FIGS. 33 and 34 (and particularly FIG. 33),both of the two counter-rotating impellers 3300 and 3302 are utilizedfor the water pump assembly 3000 (which again is a sea pump) in theoutboard motor 2500. In contrast to conventional outboard motors, theoutboard motor 2500 (which for example can be, but is not limited tobeing, a large outboard motor capable of high levels of power output,such as 557 horsepower) includes both a sea pump and a circulation pump(albeit in other embodiments of outboard motors, the outboard motorsonly have sea pumps in the gear case or elsewhere that push waterthrough the outboard motor power head).

Further with respect to FIG. 33, as indicated by an arrow 3303, in thepresent embodiment the impeller 3300 rotates in a counterclockwiserotating direction and additionally, as indicated by an arrow 3305, theimpeller 3302 rotates in a clockwise rotating direction. Also inaccordance with the present embodiment, each of the impellers 3300, 3302is eccentrically offset from a respective center axis by a distance3350. Further, as is normally done with an impeller, each of theimpellers 3300 and 3302 is operated in a respective ported liner. Moreparticularly, the impeller 3300 is operated in the ported liner 3404 band the impeller 3302 is operated in the ported liner 3404 a, and eachof the ported liners serves to allow water into and out of a respectivepump chamber of the respective impeller. More specifically, the portedliner 3404 a includes inlet and outlet ports 3310 a and 3310 b,respectively, and the ported liner 3404 b includes inlet and outletports 3312 a and 3312 b, respectively. Both of the inlet ports 3310 aand 3312 a are connected to an intake tube (or port) 3004 of the waterpump assembly 3000, which serves as a common water intake passage inorder to consolidate intake plumbing.

More particularly, inlet port 3310 a is connected to the intake tube3004 by a channel 3304 a extending within the water pump 3000, and inletport 3312 a is connected to the intake tube 3004 by a channel 3304 balso formed within the water pump assembly 3000. By virtue of thechannels 3304 a and 3304 b and inlet ports 3310 a and 3312 a (that is,both inlet ports), both of the two impellers 3300 and 3302 serve to pullsea water into the water pump (water pump system or assembly) 3000. Somewater arriving via the intake tube 3004 proceeds via a water inlet path3351 a via the channel 3304 a to the lower water pump 3007 and somewater proceeds via a water inlet path 3351 b via the channel 3304 b tothe upper water pump 3005. Thus, the upper and lower water pumps 3005and 3007 operate, respectively by virtue of rotation of the respectiveimpellers 3300 and 3302, to receive sea water via the same shared inletarrangement (albeit there are two distinct water inlet paths 3351 and3351 b corresponding to the respective channels 3304 a and 3304 b) andparticularly the same intake duct (intake tube 3004).

In contrast to the shared water input for each of the water pumps 3005and 3007, the outlet sides of the water pump assembly 3000 are generallydivided from one another. The lower water pump 3007 with the impeller3302 particularly drives water into and through a low pressure passage3306 that leads to the outlet port (or tube or passage) 3006, which isparticularly suited for providing high volume-low pressure flow througha heat exchanger of the outboard motor 2500 (e.g., such as the heatexchanger 1912 already discussed above), so as to maximize mass flow ofsea water thru the heat exchanger and thereby enhance its efficiency.Although not shown, it should be appreciated that the outboard motor2500 will include suitable connector(s) linking the outlet port 3006 tothe heat exchanger to communicate high volume-lower pressure water 3354from the water pump assembly 3000 to the heat exchanger.

By contrast, the upper water pump 3005 with the impeller 3300particularly drives water into a high pressure passage 3308 that leadsto the outlet port (or tube or passage) 3008, which is particularlysuited for providing higher pressure (and lower volume) water flowoutput. In particular, higher pressure-lower volume water 3356 that isoutput at the outlet port 3008 in the present embodiment is directed soas to force water flow through the exhaust headers (left and right) andalso to force water flow through an intercooler (e.g., such as theintercooler 1922 already discussed above) of the outboard motor 2500 soas to cool the intake air charge. Again, although not shown, it shouldbe appreciated that the outboard motor 2500 will include suitableconnector(s) linking the outlet port 3008 to the exhaust headers andintercooler for this purpose. Therefore, in the present embodiment, thewater pump assembly 3000 serves to provide both functions of outputtingthe high volume-lower pressure (high flow-low pressure) water 3354 andoutputting the higher pressure-lower volume (low flow-high pressure)water 3356, by way of the two counter-rotating impellers 3300 and 3302joined on the intake side but separated on the outlet side fordistinctly different purposes.

Although in the present embodiment the outlet sides of the water pumpassembly 3000 (corresponding to the upper and lower water pumps 3005 and3007) are generally separate, it should further be appreciated from FIG.33 that the two outlet sides are not entirely separate. In particular, aconnective passing structure or passage 3318 is included that allowscommunication of water between the low pressure passage 3306 and thehigh pressure passage 3308 (and thus effectively between the outlet port3006 and the outlet port 3008). The connective passage 3318 is providedso as to allow the higher pressure water exiting the outlet port 3008 tospill into outlet port 3006, thereby adding to the flow through the heatexchanger if required. Also if either of impellers 3300 or 3302 happento stop working normally or provide less than desired amounts of waterflow, the connective passage 3318 would or can allow water flow betweenthe passages 3306 and 3308. Thus, the connective passage 3318 allows forwater cooling of each of the devices cooled by water flow from each ofthe outlet ports 3006, 3008 (e.g., all of the heat exchanger, exhaustheaders, and intercoolers) to continue, at least at reduced rates, sincewater can continue to keep flowing out of each of the outlet ports 3006,3008, and the connective passage accordingly allows for a “return home”feature due to the two impeller redundancy (that is, either of theimpellers is to redundant with respect to the other, at least to someextent, and can direct water to all of the devices being cooled viawater flow through both of the outlet ports 3006 and 3008).

In addition to the above features, it should be appreciated that thearrangement of the impellers 3300 and 3302 and other components of thewater pump assembly 3000 includes several structural features that arenoteworthy and advantageous in various respects. First, the arrangementof the impellers 3300 and 3302 relative to one another is advantageousinsofar as the impellers are coplanar in their arrangement. That is, asingle plane perpendicular to each of the central axes of rotation ofeach of the impellers 3300 and 3302 is a plane along which each of theimpellers is located. Thus, the impellers 3300, 3302 are compactlypositioned, in contrast to a design in which the impellers would be atdifferent positions along their axes of rotation (that is, a design inwhich the impellers would be “stacked”).

Additionally as shown in FIG. 33, it can be noted that the impellers3300, 3302 are separated from one another by an intermediate structure3319, and also that the inlet port 3004 and outlet port 3006 areseparated from one another by the intermediate structure 3319.Accordingly, the inlet port 3004, outlet port 3006, upper water pump3005 (with the impeller 3300), and lower water pump 3007 (with theimpeller 3302) are arranged generally in the shape of a diamond, witheach of those structure positioned at a respective vertex of the diamond(albeit the outlet port 3008 is positioned in between the two positionsoccupied by the outlet port 3006 and the upper water pump 3005).

It should be appreciated that the present embodiment of water pumpassembly 3000 with the above-described design features results in a verycompact, durable, redundant, sea water pump to facilitate high waterflows and high pressure flows thru multiple devices simultaneously.Also, among other things, absence of a rubber belt to drive the pumpparticularly can improve durability, and the arrangement also isadvantageous in terms of affording a lower parts count. That said, thepresent invention is intended to encompass numerous variations andalternate embodiments in addition to the water pump assembly 3000. Forexample, although the intermediate structure 3319 (and water pumpassembly 3000 more generally) is shown to take one particular form inthis embodiment, in other embodiments the intermediate structure (andwater pump assembly overall) can take on numerous other shapes. Forexample, in the present embodiment a curved surface 3321 of theintermediate structure 3319 is elongated so as to extend up to and fromthe connective passage 3318, in another embodiment, the curved surfacecan be shortened so that the overall intermediate structure 3319 issubstantially symmetrical. In such an embodiment, it would be possiblefor all water directed by each of the impellers to flow out the outletport 3306 (and the outlet port 3308 would no longer be present).

Vapor Separating Tank (VST)

Turning now to FIG. 35, in at least some embodiments encompassed herein,including that of the outboard motor 2500 of FIG. 25, the outboard motorincludes a fuel vapor suppression mechanism or VST system thateliminates (or substantially or largely eliminates) the need to controlthe volume of the working fuel chamber of the internal combustion engine2604 by pressurizing the working fuel to a pressure above the “vaporpressure” of the fuel that can be reached during the operation of theengine. In at least some such embodiments, the VST system includes aprimary pump that is utilized to lift fuel and then pressurize the fuelto a primary pressure (e.g., about 10 psi) so as to supply a secondary,high pressure, pump with liquid fuel that has been pressurized in orderto prevent fuel vaporization. Additionally, in at least some suchembodiments, a working volume internal to the VST system is maintainedat the primary pressure as controlled with a pressure regulator valvewhich discharges fuel back to the fuel inlet in the event that thepressure at the output of the primary pump becomes too high. Also, in atleast some such embodiments, the working volume is provided by a fuelfilter and mixer. Thus, fuel is obtained from a fuel source (e.g., afuel tank located on a marine vessel such as the marine vessel 100 towhich the outboard motor 2500 is attached), pressurized to a regulatedvalve, circulated through the fuel filter and thereby supplied to thehigh pressure pump (secondary circuit).

Additionally, in at least some such embodiments, upon reaching the highpressure pump, the high pressure pump in turn pressurizes the filteredfuel to a higher, regulated pressure (e.g., regulated at 65 psi) that issuitable for the internal combustion engine 2604 (e.g., suitable for afuel rail thereof). The high pressure pump also includes at its output(or at a location at the same pressure as its output) a fuel regulatorrelief valve that allows fuel flow to be directed through a fuel coolerand returned back to the pressurized fuel filter, in the event fuelpressure at the output of the high pressure pump becomes too high. Thus,the function of drawing fuel from the marine vessel (e.g., boat) fueltank, and filtering the fuel, and pressurizing of the fuel to preventthe formation of air vapors is accomplished with a low pressure primarycircuit. Then the supplying of the fuel under elevated pressureregulated to a high or higher level (e.g., 65 psi) that is supplied tothe engine fuel rail is accomplished with a high pressure secondarycircuit.

Embodiments with VST systems such as those discussed above areadvantageous in several respects. First, in such embodiments, both thelow pressure primary circuit and the high pressure secondary circuit arecontained within the same device (e.g., within a single integratedstructure) in order to minimize size and loss. Also, containment of theworking fuel volume within the fuel filter (or region in which thefilter is present) serves to enhance the simplicity of the VST system.Additionally, in such embodiments in which the high pressure regulatoris connected on its discharge side to the control pressure of theprimary fuel working volume (e.g., the location of the fuel filter),advantageous operation can result. In particular, such an arrangementdoes affect the high pressure fuel supply pressure by slight amountsduring low fuel flow experienced at idle speeds of the engine 2604. Thispressure drift is accounted for by the electronic control unit (ECU) ofthe engine 2604 at idle operation. Additionally, cooling of the fuel isrequired at sustained idle in hot environments and is accomplished witha remote fuel cooler that is connected to sea water flowing through theengine cooling heat exchangers. This fuel is pressurized to the primaryfuel pressure to enhance the fuel cooling effect and prevent theformation of vapor in the fuel.

Referring now to FIGS. 35A and 35B, first and second (e.g., respectivelyright and left) side perspective views are provided of a VST system 3500that is employed in the outboard motor 2500 of FIG. 25, and that canalso be employed in other outboard motors such as the outboard motor 104of FIG. 1. Additionally referring to FIG. 36, an exploded view isprovided of the VST system 3500 to highlight various components thereof.As shown, the VST system 3500 includes a low pressure fuel pump 3600having an input port 3602 and an output port 3604 and also a cylindricalfuel filter 3606. The cylindrical fuel filter 3606 has a cylindricalcontainer 3608, within which (when the cylindrical fuel filter is fullyassembled) is provided a cylindrical fuel filter element 3610, and a capstructure 3612 having an input port region 3614 by which the output port3604 of the low pressure fuel pump 3600 can be in fluid communicationwith the interior of the cylindrical fuel filter 3606 and thecylindrical fuel filter element 3610 therewithin (when the VST system isfully assembled). Also, the cap structure 3612 includes a pressureregulator extension 3616 by which the cap structure 3612 can be coupledto a pressure regulator extension 3617 of a fuel regulator assembly 3618when the VST system is fully assembled.

Further, the VST system 3500 also includes a high pressure fuel pump3620 having an input end 3622 and an output end 3624. The cap structure3612 includes output port region 3626 by which the cylindrical fuelfilter 3606 can be in fluid communication with an input port associatedwith the input end 3622 of the high pressure fuel pump 3620 when the VSTsystem 3500 is fully assembled. Additionally when the VST system 3500 isfully assembled, the high pressure fuel pump 3620 is positioned withinan orifice 3619 within the fuel regulator assembly 3618 so that theoutput end 3624 of the high pressure fuel pump is also coupled at leastindirectly with the internal combustion engine 2604 (or engine rails)for providing fuel thereto, as discussed in further detail below. Alsoin the present embodiment, when the VST system 3500 is fully assembled,the fuel regulator assembly 3618 includes first and second pressureregulators 3628 and 3630 that respectively serve as low and highpressure regulators (or vice-versa, depending upon the embodiment). Theinterior of the cylindrical container 3608 of the cylindrical fuelfilter 3606 is coupled to the first pressure regulator 3628 by way ofthe pressure regulator extensions 3616 and 3617, and the output end 3624of the high pressure fuel pump 3620 is coupled to the second pressureregulator 3630 in addition to being coupled at least indirectly with theinternal combustion engine 2604 (the link between the output end 3624and the second pressure regulator 3630 is indirect and passes by way ofa fuel cooler described below).

Although the VST system 3500 includes, as its primary components, thelow pressure fuel pump 3600, cylindrical fuel filter 3606 (having boththe cylindrical container 3608 and the cap structure 3612), the highpressure fuel pump 3620, and the fuel regulator assembly 3618, it willbe appreciated from FIG. 36 that numerous additional components such asbolts 3632, fuel regulator cover structures (or cover regulators) 3634,plugs 3636, O-rings 3638, sealing rings 3640, fittings 3642, and supportfittings 3644, which are configured to fit within complementary supportorifices 3646 on the fuel regulator assembly 3618, are also employed tocouple the components together and/or provide sealed connections andallow fluid communication between various ones of the input and outputports of the various components. The particular configurations, numbers,and types of components used for such purposes can vary depending uponthe embodiment. That said, in the present embodiment, the VST system3500 is generally intended to be compact and to provide an arrangementthat minimizes hoses or coupling links and other parts used for couplingor fastening purposes, and uses many off the shelf components.

Turning now to FIGS. 37A, 37B, 37C, 37D, and 37E, first, second, third,fourth, and fifth cross-sectional views 3700, 3720, 3740, 3760, and3780, respectively, of the VST system 3500 are provided in order to showvarious interrelationships among components of the VST system in moredetail as well as to show portions of internal communication channelslinking those components. Additionally, FIG. 18 is provided toillustrate in schematic form the interrelationships among the componentsof the VST system 3500 relative to one another as well as with respectto a fuel source 3800 (which would be located separate from the outboardmotor 2500, e.g., on the marine vessel 100) and the internal combustionengine 2604, to show how fuel proceeds to, through, and out of the VSTsystem 3500. Particularly as illustrated in FIG. 38, fuel is drawn intothe VST system 3500 from a fuel tank 3800 via a filter 3802, both ofwhich typically are provided on a marine vessel (e.g., the marine vessel100 of FIG. 1) to which the outboard motor 2500 is coupled, that is,provided separate from the outboard motor (as represented by region3804). As shown, link 3801 links the fuel tank 3800 with the filter 3802and an additional link 3803 links the filter 3802 with the VST system3500. The links 3801 and 3803 can be hoses or tubes or any of a varietyof other linkages allowing for fluid communication.

Fuel enters the VST system 3500 particularly via a check valve 3806 (aninput port of which can be considered the fuel input port of the VSTsystem overall) that prevents the fuel from returning back into the fueltank 3800 after it has been drawn to the VST system 3500. This issignificant particularly insofar as the VST system 3500 typically is ata vertical elevation that is above that of the fuel tank 3800, e.g.,forty inches higher than the fuel tank. After passing through the checkvalve 3806, the fuel is drawn to the low pressure fuel pump 3600, whichcan also be considered a lift pump since operation of that fuel pumpserves to lift the fuel from the fuel tank 3800 to the level of the liftpump within the VST system 3500. The fuel is communicated from the checkvalve 3806 by way of a channel 3807 within the VST system 3500, whichleads to the input port 3602 of the low pressure fuel pump 3600, whichin the present embodiment is an electrically-driven fuel pump mechanism.

Additionally, by virtue of operation of the low pressure fuel pump 3600the fuel is pressurized to a low (or mid-level) pressure level anddriven out of the output port 3604 of that fuel pump, via a channel3809, to the cylindrical fuel filter 3606 via the input port region 3614thereof. FIG. 37A shows a cross-sectional view taken along a verticalplane extending through the low pressure fuel pump 3600 and thecylindrical fuel filter 3606 that particularly illustrates portions ofthe channels 3807 and 3809 (but not the channels in their entirety).Further due to operation of the low pressure fuel pump 3600 andpressurization of the fuel as a result, a reed vapor pressure (RVP) ofthe fuel (e.g., the fuel within the cylindrical fuel filter) is drivenup so that the fuel is no longer likely to vaporize and so that fuel ata steady fuel pressure can be delivered, even if heat generated by theinternal combustion engine 2604 (or for other reasons) becomes elevated,for example, during idling of the engine. Indeed, vaporization iseliminated or reduced by the VST system 3500 even when only relativelymodest fuel cooling is provided by way of the fuel cooler (describedfurther below). In the present embodiment, the low (or mid-level)pressure of the fuel output by the low pressure fuel pump 3600 can be 10psi albeit, in other embodiments, the pressure can be at other levelssuch as 12 psi, 15 psi, or 18 psi.

Additionally, as already noted, the cylindrical fuel filter 3606includes a cylindrical fuel filter element 3610, such that thecylindrical fuel filter 3606 serves both as a filter to removeimpurities (e.g., water) from the fuel and also serves as a mixer.Further, the cylindrical fuel filter 3606 also serves as a fuelreservoir, from which the high pressure fuel pump 3620 can draw fuel asdescribed further below. As shown in FIG. 38, the cylindrical fuelfilter 3606 not only is coupled to the low pressure fuel pump 3600 andto the high pressure fuel pump 3620 (and coupled between those two fuelpumps), but also the cylindrical fuel filter is coupled to the firstpressure regulator 3628 by way of a channel 3811, and the first pressureregulator is coupled between the channel 3811 and the channel 3807. Aportion of the channel 3811 is also shown in the cross-sectional view ofFIG. 37A, and it can be appreciated that the channel 3811 generallyextends within the pressure regulator extensions 3617 and 3616 of thefuel regulator assembly 3618 and the cap structure 3612, respectively.The first pressure regulator 3628 in this embodiment serves as a lowpressure regulator that allows fuel to return from the channel 3811 backto the channel 3807 if the pressure at the channel 3811 (which is thepressure within the cylindrical fuel filter 3606 and at the output port3604 of low pressure fuel pump 3600) exceeds a predetermined value,e.g., if the pressure exceeds 10 psi or exceeds 10 psi by more than apreset margin.

With respect to the high pressure fuel pump 3620, as shown in FIG. 38,that pump draws fuel from the cylindrical fuel filter 3606 by way of achannel 3813. In addition to being shown in FIG. 38, it will beappreciated that the channel 3813 extends generally from the outputregion 3626 of the cap structure 3612 as shown in FIG. 36. Also, FIG.37B, which shows a cross-sectional view of the VST system 3500 takenalong a vertical plane extending through an end portion of the VSTsystem and particularly through the cylindrical fuel filter 3606, alsoshows a portion of the channel 3813. Further FIG. 37D, which provides anadditional cross-sectional view of the VST system 3500 taken alonganother vertical plane extending through the cylindrical fuel filter3606 and the high pressure fuel pump 3620, illustrates the channel 3813as well. As is the case with the low pressure fuel pump 3600, the highpressure fuel pump 3620 in the present embodiment is electricallydriven, and in the present embodiment both of the pumps 3600 and 3620are operated to run continuously and therefore no switching circuits areemployed to turn on and off the pumps (albeit in alternate embodiments,such switching circuits can be employed). In contrast to the lowpressure fuel pump 3600, which in the present embodiment is acylindrical structure having a generally vertical cylinder axis, thehigh pressure fuel pump 3602 is a cylindrical structure having agenerally horizontal cylinder axis.

In the present example, the high pressure fuel pump 3620 particularlyoperates to draw in the fuel from the cylindrical fuel filter 3606,which is at 10 psi (or other pressure level as established by the lowpressure fuel pump 3600), and further operates to pressurize that fuelso that the fuel reaches a higher pressure suitable for use by theinternal combustion engine 2604. In the present embodiment, the higherpressure is 65 psi albeit, in other embodiments, that pressure can be atother levels. The fuel output by the high pressure fuel pump 3620 isparticularly delivered at an output port 3814 of the high pressure fuelpump (corresponding to the output end 3624 of FIG. 36), is then drivenfrom the output port 3814 through a check valve 3816, and then is outputfrom a VST system output port 3818, which is connected by way of one ormore links (e.g., tubes, pipes, or channels) 3820 to left hand and righthand rails 3822 and 3824, respectively, of the internal combustionengine 2604, at which the fuel is consumed (e.g., by way of fuelinjectors). Additionally in this regard, FIG. 37C provides a furthercross-sectional view of the VST system 3500 taken along a vertical planeextending through the cylindrical fuel filter 3606 and the high pressurefuel pump 3620, and particularly shows the output port 3814, check valve3816, and VST system output port 3818 allowing for the fuel to proceedfrom the high pressure fuel pump 3620 out of the VST system for use bythe internal combustion engine 2604.

In addition to being coupled to the check valve 3816, the VST outputport 3818 (and downstream end of the check valve 3816) is also coupledby way of a channel 3826 to the second pressure regulator 3630, which inthe present embodiment is a high pressure regulator. The second pressureregulator 3630 in turn is coupled in between the channel 3826 and anadditional channel 3828, which in turn extends to a fuel cooler outputport 3829 of the VST system 3500. In the present embodiment, the fuelcooler 3890 is separate from the VST system 3500 but is coupled to thefuel cooler output port 3829 of the VST system by way of a channel 3891,and also is coupled to a fuel cooler input port 3831 of the VST systemby way of an additional channel 3892, where the fuel cooler input port3831 is in turn coupled to the cylindrical fuel tank 3606 by way of afurther channel 3830. Thus, the fuel cooler 3890 is coupled for fluidcommunication between the second pressure regulator 3630 and thecylindrical fuel filter 3606 by way of the channels 3828, 2891, 3892,and 3830 such that fuel passing through the second pressure regulator3630 into the channel 3828 is cooled at the fuel cooler 3890 and thenreturned to the cylindrical fuel filter 3606. Further in this regard,FIG. 37E shows a cross-sectional view taken along a horizontal planeextending through the VST system 3500 generally along the central axisof the high pressure fuel pump 3620 that shows not only the output port3814, check valve 3816, and VST system output port 3818 (as alreadyshown in FIG. 37C), but also shows the second pressure regulator 3630and the additional channel 3828 linking the second pressure regulator tothe fuel cooler output port 3829.

With respect to the fuel cooler 3890, referring additionally to FIGS. 41and 42, this component in the present embodiment is positioned proximateto (but not directly adjacent to) the VST system 3500, proximate a sideof the internal combustion engine 2604 generally at or near the frontend of the engine. Although not shown in FIGS. 41 and 42, from FIG. 38it should be understood that, when fully assembled, the VST system 3500(and particularly the fuel cooler input and output ports 3831 and 3829)is coupled to the fuel cooler 3890 by way of the channels 3892 and 3891,respectively. More particularly, the fuel cooler 3890 includes first andsecond connection ports 3894 and 3896 (see FIG. 42) that arerespectively ports at which the channels 3891 and 3892 are coupled whenthose channels are implemented, so as to allow fuel to proceed to thefuel cooler 3890 from the VST system 3500 and to be returned to the VSTsystem 3500 from the fuel cooler, respectively.

Although the fuel cooler can take various forms depending upon theembodiment, in one example embodiment the fuel cooler includes a mesh oftubes that surround a coolant channel 3898 (see FIG. 41) by whichcoolant (e.g., seawater) is being directed to the internal combustionengine 2604 for engine cooling purposes. That is, fuel entering the fuelcooler 3890 at the first connection port 3894 passes through the mesh oftubes such that heat transfer occurs between that fuel and the coolantflowing through the coolant channel, and then passes out of the mesh oftubes via the second connection port 3894 for return to the VST system3500. In the present embodiment, the coolant provided to the fuel coolersection is the same coolant that is used to cool the internal combustionengine 2604 and can be water, such that all of the water going throughthe engine cooler passes also through the fuel cooler 3890. The fuelcooler 3890 in the present embodiment can use the engine coolant forcooling of the fuel because that engine coolant has not yet reached theengine, at which coolant ultimately becomes sufficiently warm that itwould not serve well as fuel coolant.

Although the present embodiment of the VST system 3500 includes the fuelcooler 3890, it should be understood that, by comparison with manyconventional fuel pump mechanisms associated with outboard motors, theVST system 3500 does not require as much coolant or fuel coolingoperation to eliminate or reduce the possibility of fuel vaporization inor at the output of the fuel pump mechanism (or particularly in terms ofvaporization present in the fuel delivered to the internal combustionengine 2604). This is true even during engine idling operation, when theengine can still impart significant heat to the fuel in the VST systemand even when the amount of coolant delivered to the fuel cooler section3890 is reduced by comparison with times at which the engine is fullyoperating. Rather, thanks to the pressurization achieved by the lowpressure fuel pump 3600, fuel vaporization still does not occur, oroccurs to a much lesser degree, under most or all engine operatingconditions, including idling operation. Also, such elimination orminimization of fuel vaporization is still achieved without any need forvents to allow for fuel vapors to escape into the atmosphere.

Although the VST system 3500 of FIGS. 35-38 is one example of a VSTsystem encompassed herein, the present invention is intended toencompass numerous variations on the VST system 3500 and alternateembodiments of VST systems or fuel vaporization suppression systems. Forexample, as shown in FIG. 39, in an example alternate embodiment VSTsystem 3900, a diaphragm pump (mechanical pump) is employed as a lowpressure fuel pump 3901 instead of the low pressure fuel pump 3600. Insuch embodiment, fuel is drawn from the fuel tank 3800 (via the samefilter 3802, links 3801 and 3803, and region 3804 as in FIG. 38) into aninput port of the VST system by way of the low pressure fuel pump 3901,and an output port 3902 at which high pressure fuel is output by the VSTsystem 3900 is coupled to the same internal combustion engine 2604 andassociated rails 3822, 3824 as shown in FIG. 39, via one or more links3904. The VST system 3900 can operate by employing the same highpressure fuel pump 3620 and operate in conjunction with the fuel cooler3890 as in the VST system 3500, where the fuel cooler is again coupledto the fuel cooler input and output ports 3831 and 3832 by way of thechannels 3892 and 3891, respectively. However, due to the incorporationof the low pressure fuel pump 3901, the interconnection of othercomponents is different in the VST system 3900 by comparison with thatof the VST system 3500.

More particularly, an output port 3906 of the low pressure fuel pump3901, at which the low pressure fuel pump outputs fuel at a low (ormid-level) pressure that is elevated relative to the pressure in thefuel tank 3800, is coupled by way of a link 3908 directly to the inputport of the high pressure fuel pump 3620. The output port 3814 of thehigh pressure fuel pump 3620 is coupled to the output port 3902 of theVST system 3900 by way of the check valve 3816 and also by way of a highpressure regulator 3910 (which can be, but need not be, the same as thepressure regulator 3630), which in this embodiment is shown to beconnected in series between the output port 3902 and a link 3912 bywhich it is additionally connected to the output (downstream) port ofthe check valve 3816. The high pressure regulator 3910 is coupled to thefuel cooler output port 3832 by way of a channel 3928 and governswhether pressurized fuel output by the high pressure fuel pump 3620 isallowed to proceed to the fuel cooler 3980 by way of the channels 3928and 3891. Additionally, in the VST system 3900, the fuel cooler 3890 iscoupled to the fuel cooler input port 3831 by way of the channel 3891,and the fuel cooler input port 3831 is coupled to the link 3908 by wayof a channel 3930. Thus, the fuel cooler 3890 is coupled in between thehigh pressure regulator 3910 and the link 3908 such that the fuel coolersection can serve (at least partly) as a fuel reservoir from which fuelis drawn by the high pressure fuel pump 3620.

Further, it should also be appreciated that the arrangement ofcomponents of the VST system 3500 can be varied and that the presentinvention is intended to encompass numerous such variations. FIGS. 40A,40B, and 40C for example show an end elevation view, a left sideelevation view, and a right side elevation view (partly in phantom) of afurther embodiment VST system 4000. Also depending upon the embodiment,a VST system can be employed in combination with other types of enginesand/or engine components other than or in addition to those discussedabove. For example, in some embodiments, a fuel rail pressure sensor canbe integrated into the outlet of the high pressure pump from the VSThousing. Also, although the engine 2604 in the present embodiment is afuel injected engine, it should be appreciated that in other embodimentsthe engine can take other forms such as a carbureted engine.

Thus, in at least some embodiments encompassed herein such as thepresent embodiment of the VST system 3500 of FIGS. 35-38, a VST systemon an outboard motor includes a primary fuel pump that is capable oflifting fuel up to the level of the internal combustion engine from afuel source (e.g., a fuel tank within a marine vessel to which theoutboard motor is attached), for example, a distance of approximatelyforty inches, at a flow rate that is required by the engine. The primarypump is capable of pressurizing the working fuel volume to regulatedpressure levels at sufficient flow rate for the engine. Additionally,the discharge side of the primary regulator is connected to the inletside of the primary pump thereby completing the primary circuit. Withsuch an arrangement, no venting of the working fuel that is maintainedat a regulated primary pressure is required in order to prevent vaporformation, and thus fuel is not lost to the outside environment due toevaporation (and, relatedly, there are no fuel fumes that pass out intothe environment due to such venting). Further, in such arrangements, aninlet side of a secondary pump is coupled to the primary pressurethereby supercharging the secondary pump enhancing its efficiency. Thedischarge of the high pressure pump is connected with minimal effectupon the control of secondary fuel pressure supplied to the engine fuelrail. Also, the fuel cooler is connected to the discharge of secondaryregulator thereby creating flow at primary fuel pressure through thefuel cooler thus enhancing its function and preventing vapor formation.

Oil Tank

With reference to FIGS. 41-43, FIG. 41 is a further right side elevationview of the outboard motor 2500 of FIG. 25, showing in more detailseveral example internal components of the outboard motor particularlyrevealed when cowling portion(s) of the outboard motor are removed. Theoutboard motor 2500 comprises the engine 2604 which, as described withrespect to previous embodiments, is positioned entirely, or at leastsubstantially, above a trimming axis 4104 (which is shown as a dashedline in FIGS. 42 and 43) and which is steerable about a steering axisthat in this position coincides with a vertical axis 4106 (which isshown in FIG. 41). The vertical axis 4106 (which again is the same asthe steering axis in this position) is shown in relation to a mountingstructure 4108 which, as previously described (e.g., with reference toFIGS. 12, 13, and 14), is a structure that generally links, or otherwiseconnects, the outboard motor 2500 to a marine vessel (for example, theexemplary outboard motor 104 and the exemplary marine vessel 102 shownand described in FIG. 1).

More particularly, and again as noted earlier, the mounting system 4108connects (or is configured to connect) the outboard motor 2500 to therear or transom area of the marine vessel and, in this way, the mountingsystem can also be termed a “transom mounting system”. In accordancewith at least some embodiments, the mounting system 4108 generallyincludes a swivel bracket structure 4110, which is cast or otherwiseformed and which provides for rotation of the motor about the steeringaxis (which again in this view corresponds to the vertical axis 4106).In accordance with embodiments of the present disclosure, the outboardmotor 2500 is configured, by virtue of the mounting system 4108, to besteered about its steering axis, which again in this view corresponds tothe vertical axis 4106 (that is, the steering axis is vertical orsubstantially vertical), relative to the marine vessel, and furtherallows the outboard motor 2500 to be rotated about the tilt or trimmingaxis 4104 that is perpendicular to (or substantially perpendicular to)the vertical axis 4106. The steering axis (in this case, correspondingto the vertical axis 4106) and trimming axis 4104 can both beperpendicular to (or substantially perpendicular to) a front-to-rearaxis, such as the front-to-rear axis 114 illustrated in FIG. 1 thatgenerally extending from the stern edge 106 of the marine vessel 102toward a bow 116 of the marine vessel.

In accordance with at least some embodiments, the engine 2604 is ahorizontal crankshaft internal combustion engine having a horizontalcrankshaft arranged along a horizontal crankshaft axis 4116 (shown as adashed line in FIG. 41). Further, in at least some embodiments theengine 2604 not only is a horizontal crankshaft engine, but also is aconventional automotive engine capable of being used in automotiveapplications and having multiple cylinders, two of which are referencedgenerally by the numeral 4118 in FIG. 43, and other standard componentsfound in automotive engines. More particularly, in the presentembodiment, the engine 2604 particularly is an eight-cylinder V-typeinternal combustion engine such as available from the General MotorsCompany of Detroit, Mich. for implementation in Cadillac (oralternatively Chevrolet) automobiles.

With continuing reference to FIGS. 41-43, the cylinders 4118 aresymmetrically oriented about a vertical plane 4120 passing through andcoinciding with the crankshaft axis 4116. That is, each of the cylinders4118 (again two of which are referenced by the numeral 4118) ispositioned at an angle +θ or −θ, respectively, where each respectiveangle is measured from the vertical plane 4120 that passes throughcenter of the V-type engine to a respective cylinder axis generallycentered within a respective cylinder. More generally, in V-typeengines, each of the cylinders is oriented such that the angle θ istypically between about 30 degrees and about 60 degrees as measured from(and on either side of) the vertical plane 4120. Additionally, each ofthe respective cylinders on a respective side of the engine 2604 (inthis case four of the eight cylinders of the eight cylinder V-typeengine) is oriented such that the cylinder axes of all of thosecylinders on the same side of the engine are parallel with one another.It will be appreciated that, in other embodiments, the cylinders canhave other orientations, including that the cylinders can be orientedgenerally in straight-line fashion, such as vertically oriented (e.g.,so that the cylinder axes are, in the present view, along or coincidentwith the vertical plane 4120). As shown in FIGS. 41-43, the outboardengine 2604 is positioned in what will be termed a first operating oroperational position corresponding to a standard operating oroperational position, that is, a an operating position in which thetrimming axis 4104 is at least substantially horizontal and the steeringaxis 4106 is at least substantially vertical, with the steering axis4106 particularly being at least substantially parallel to and/or inline with the vertical plane 4120.

It should be appreciated that the outboard motor 2500 employs alubricant sump (not visible) for containing a lubricant (e.g., oil). Thelubricant sump is typically long, narrow, and shallow and, moreover, istypically integral with, or otherwise integrated with respect to, acrankcase. The crankcase is generally understood to include a volume orspace within the engine 2604 in which are positioned the crankshaft,connecting rods, and sometimes camshafts and lubricant (e.g., oil) pumpsof the engine and, is generally referenced in FIGS. 41-43 by the numeral4122. In accordance with embodiments of the present disclosure,additionally a tank or tank structure 4124 (not visible in FIG. 43) isprovided on the outboard motor 2500 for storing and providing lubricant(e.g., oil) for use by the engine 2604. As is evident from FIGS. 41 and43, in the present embodiment, the tank 4124 is provided at the front ofthe engine 2604. Also, the tank 4124 is connected to the crankcase 4122by a plurality of lubricant (e.g., oil) lines, which in the presentembodiment include first and second lubricant lines 4126 a and 4126 b atlocations that are at or near the bottom of the crankcase 4122 and thatare visible in FIG. 42, and that are also at or near the bottom of theoil tank 4124, which is configured to extend generally upwardly from thelocations at which those oil lines extend from the oil tank.Additionally, the tank 4124 is further connected to the crankcase by wayof a vent line at or near the top of the crankcase (not shown). Inaccordance with at least some embodiments of the present disclosure, thetank 4214 is also connected to the oil sump of the outboard motor 2500.

FIGS. 44 and 45 are right side and front elevation views, respectively,of the outboard motor 2500 of FIG. 41, with the outboard motor now shownsuch that it has been tilted, rotated and/or otherwise moved so that theoutboard motor and particularly the engine 2604 is positioned at asecond operating or operational position. More specifically, the secondoperating position corresponds to a position in which the outboard motor2500 is tilted, rotated or otherwise moved about the trimming axis 4104such that a steering axis 4106′ of the outboard motor as rotated is atan angle up to (and including) a maximum angle β relative to thevertical axis, that is, rotated at an angle up to a maximum angle βrelative to the steering axis of the outboard motor when in the standardoperating position (FIGS. 41-43). In the present embodiment, the angle βis fifteen (15) degrees off of the vertical axis 4106, albeit this canvary depending upon the embodiment. Thus, it should be appreciated thatthe particular rotational position of the outboard motor 2500 shown inFIG. 46 illustrates the maximum rotational position of the outboardmotor away from the vertical axis 4106 at which the outboard motor canstill be considered to be in the second operating position in thisembodiment, and the outboard motor 2500 would also be considered to bein the second operating position if it was rotated a lesser amount lessthan the angle β (e.g., rotated an amount less than 15 degrees butgreater than, or substantially greater than, zero degrees).

It additionally should be appreciated that the rotational range (up to amaximum of β) corresponding to the second operating position is intendedgenerally to encompass positions of the outboard motor 2500 suited forshallow water drive operation of the outboard motor 2500 in which theoutboard motor can be operated at, or substantially at, full propulsionor full power. In accordance with embodiments of the present disclosure,the tank 4124 is configured or structured so that the lubricant/oilutilized by the engine 2604 remains in (that is, the lubricant/oil iskept or retained in) the crankcase 4122 during such shallow water driveoperation, rather than enters into the tank 4124. That is, very little(or none) of the engine oil enters or remains within the tank 4124, dueto the position of the lines 4126 a and 4126 b and the structure of thetank (which extends generally above those lines). Notwithstanding theabove description, it should be understood that the second operatingposition can comprise many other positions depending upon the design andintended use of the outboard motor 2500.

Turning next to FIGS. 46 and 47, there are provided right side and frontelevation views, respectively, of the outboard motor 2500 of FIG. 41that are similar to those of FIGS. 44 and 45, except insofar as theoutboard motor is now shown such that it has been tilted, rotated and/orotherwise moved so that the outboard motor (and particularly the engine2604 thereof) is positioned in a third operating or operationalposition. More specifically, the third operating position corresponds toa position in which the outboard motor 2500 is tilted, rotated orotherwise moved about the trimming axis 4104 such that a steering axis4106″ of the outboard motor as rotated is greater than the angle β p upto a maximum angle of ψ+β relative to the vertical axis 4106, that is,rotated at an angle from β up to a maximum angle ψ+β relative to thesteering axis of the outboard motor when in the standard operatingposition (FIGS. 41-43). In the present embodiment, the angle ψ is ten(10) degrees off of the steering axis 4106′, and.ir the angle ψ+β istwenty-five (25) degrees off of the vertical axis 4106, albeit theseamounts can vary depending upon the embodiment. Thus, it should beappreciated that the particular rotational position of the outboardmotor 2500 shown in FIG. 46 illustrates the maximum rotational positionof the outboard motor away from the vertical axis 4106 at which theoutboard motor can still be considered to be in the third operatingposition in this embodiment, and the outboard motor 2500 would also beconsidered to be in the third operating position if it was rotated alesser amount less than the angle ψ+β down to the angle β (e.g., rotatedan amount less than 25 degrees off of the vertical axis 4106 but greaterthan, or substantially greater than, 15 degrees off of the verticalaxis).

The range of rotational positions corresponding to the third operatingposition is intended generally to correspond to a shallow water driveoperation of the outboard motor 2500 in which the outboard motor can beoperated at limited propulsion or limited power. Here again, inaccordance with embodiments of the present disclosure, the tank 4124 isconfigured or structured so that all or substantially all of thelubricant/oil in the crankcase 4122 remains in (or is kept or retainedin) the crankcase during such shallow water drive operation. Again, suchoperation is particularly achieved again by virtue of the relatively lowpositioning of the lines 4126 a and 4126 b relative to the remainder ofthe tank 4124 and the relatively high positioning of most of the tankrelative to both of those lines as well as relative to large sections ofthe internal combustion engine 2604. Notwithstanding the abovedescription, it should be appreciated that the third operating positioncan comprise many other positions depending the embodiment, design,and/or intended use of the outboard motor 2500.

Next turning to FIGS. 48 and 49, there are provided right side and frontelevation views, respectively, of the outboard motor 2500 of FIG. 41that are similar to those of FIGS. 46 and 47, except insofar as theoutboard motor is now shown such that it has been tilted, rotated and/orotherwise moved so that the outboard motor (and particularly the engine2604 thereof) is positioned in fourth position that is a first storageposition. More specifically, the first storage position corresponds to aposition in which the outboard motor 2500 is tilted, rotated orotherwise moved about the trimming axis 4104 such that a steering axis4106′″ of the outboard motor as rotated is greater than the angle ψ+β upto a maximum angle of Ω+ψ+β relative to the vertical axis 4106, that is,rotated at an angle from up to a maximum angle Ω+ψ+β relative to thesteering axis of the outboard motor when in the standard operatingposition (FIGS. 41-43). In the present embodiment, the angle Ω isforty-five (45) degrees off of the steering axis 4106″, and Ω+ψ+βseventy (70) degrees off of the vertical axis 4106, albeit these amountscan vary depending upon the embodiment. Thus, it should be appreciatedthat the particular rotational position of the outboard motor 2500 shownin FIG. 48 illustrates the maximum rotational position of the outboardmotor away from the vertical axis 4106 at which the outboard motor canstill be considered to be in the first storage position in thisembodiment, and the outboard motor 2500 would also be considered to bein the first storage position if it was rotated a lesser amount lessthan the angle Ω+ψ+β down to the angle ψ+β (e.g., rotated an amount lessthan 70 degrees off of the vertical axis 4106 but greater than, orsubstantially greater than, 25 degrees off of the vertical axis).

More particularly, the first storage position is intended generallycorrespond to a position of the outboard motor 2500 in which theoutboard motor is typically serviced or transported from one location toanother. As such, the first storage position is a position taken on bythe outboard motor 2500 when the outboard motor is typically notoperational or operating, and is thus typically static. Such a storageposition is one that is particularly suitable when the outboard motor isbeing stored, serviced, or transported from one location to another.However, it is contemplated that the outboard motor 2500 can operatewhen positioned in the first storage position in at least someembodiments under at least some circumstances, and/or for at least alimited period of time, and so the use of the term first storageposition, while generally indicative of a status in which the outboardmotor is not operating, should not in all cases be viewed as excludingall outboard motor/engine operation. That said, for ease ofunderstanding, and notwithstanding the possibility of at least somelimited operation of the outboard motor 2500, the position of theoutboard motor illustrated in exemplary fashion by FIG. 48 is referredto herein as the first storage position.

Additionally, FIGS. 50 and 51 are a right side elevation and frontelevation view, respectively, of the outboard motor of FIGS. 41, withthe outboard motor now shown such that it has been still further tilted,rotated and/or otherwise moved so that it is positioned in a secondstorage position. More particularly, the outboard motor 2500 is shown ina position in which the outboard motor is tilted, rotated or otherwisemoved about the trimming axis 4104, as previously described with respectto FIGS. 48-49 (the details of which are not repeated here), butadditionally the outboard motor 2500 is also further tilted, rotated orotherwise moved (e.g., steered) about the steering axis 4106′″. Thesecond storage position, as with the first storage position illustratedin FIGS. 48-49, is intended to generally correspond to a position of theoutboard motor 2500 that is particularly suitable when the outboardmotor is being stored, serviced, or transported from one location toanother and, as such, corresponds to a position in which the outboardmotor is typically not operational or operating. However, it is againcontemplated that the outboard motor 2500 can operate when positioned inthe first storage position under at least some circumstances, and/or forat least a limited period of time. That said, for ease of understanding,and notwithstanding the possibility of at least some limited operationof the outboard motor 2500, the position of the outboard motorillustrated in exemplary fashion by FIGS. 50 and 51 is referred toherein as the second storage position. It should also appreciated that,although FIG. 51 shows the outboard motor 2500 to be steered to certainsteering orientation, in one direction (e.g., toward the starboard sideof a marine vessel to which the outboard motor would be attached), it isintended that FIG. 51 be representative of the outboard motor 2500taking on other steered positions that can involve turning the outboardmotor to a lesser or greater degree than that shown, as well as turningthe outboard motor to any such variety of degrees in the oppositedirection (e.g., to toward the port side of the marine vessel).

As shown in FIGS. 40-51, the outboard motor 2500 is configured so thatthe tank 4124 is positioned in front of the engine 2604 and sized tohave sufficient capacity or at least enough volume to hold a desiredquantity of oil (or other engine lubricant). In particular, in thepresent embodiment, the tank 4124 particularly is configured to be ableto hold a sufficient quantity of oil so that oil does not tend tocongregate at or near one or more of the cylinders 4118 of the engine2604. Such operation is desirable for the purpose of preventing one ormore of the cylinders 4118 from filling up or otherwise becoming floodedwith oil (or at least substantially limiting the extent to which, orchance that, one or more of the cylinders become filled with oil),particularly when the outboard motor 2500 is positioned in a storageand/or non-operating position such as the first or second storagepositions depicted respectively in FIGS. 48-49 and FIGS. 50-51,respectively. Additionally, the tank 4124 is configured in such a mannerthat an amount of oil (or other lubricant) can flow into the tank fromthe engine 2604 (particularly from the crankcase 4122 thereof) when theengine is tilted to a storage position (again, FIGS. 48-49 and FIGS.50-51), and additionally, oil (or other lubricant) can flow out of thetank back into the engine (and particularly into the crankcase 4122thereof) when the outboard motor is returned to any of the first(normal), second, or third operating positions shown in FIGS. 41-47.

In accordance with at least some embodiments of the present disclosure,the tank 4124 can be sized to hold all, or substantially all, of theengine oil contained within the crankcase 4122 for use in operating theengine 2604 of the outboard motor 2500. Also in accordance with at leastsome embodiments of the present disclosure, an amount of oil will enterthe tank 4124 when the outboard motor 2500 is moved (e.g., tilted) toone of the first and second storage positions, such as above 25 degreesof tilt, as shown by way of example in FIGS. 48 and 49. Similarly, anamount of oil will enter, or re-enter so as to be returned (andultimately fully returned) to the crankcase 4122 (such operation beingreferred to as “drain back”), when the outboard motor 2500 is positioned(or re-positioned as the case may be) in one of the operating positions,e.g., a position at which the tilt of the outboard motor is at or lessthan twenty-five degrees off of the vertical axis 4106 as shown by wayof example in FIGS. 41-47. In general, the rate of oil return (duringdrain back) from the tank 4124 will, in at least some embodiments of thepresent disclosure, match or substantially match or correspond to thetime required to tilt the engine 2604 from a given storage position backinto a given operating position, so as to ensure or increase thelikelihood that a minimum amount or level of oil is returned to thecrankcase 4122 by time an operator of the outboard motor 2500 may decideto attempt to start the engine.

The particular arrangement or structural details of the tank 4124 canvary depending upon the embodiment, and the particular structuraldetails of the tank 4124 shown in FIGS. 41-51 are only intended to beexemplary. As noted previously, in accordance with at least someembodiments of the present disclosure, the tank 2012 is connected by theplurality of lubricant lines 4126 a and 4126 b (see FIG. 42) located ator near the bottom of the engine crankcase 4122 and a vent line (notshown). The actual numbers of the lubricant and vent lines can varydepending upon the embodiment, as can the structural characteristics ofthose lines (e.g., the inner diameters of the channels within thoselines establishing flow paths) and their particular locations along thetank 4124 and/or the engine 2604. It should be understood thatconnection of the tank 4124 to the crankcase 4122 by way of the ventline provides a closed system that creates a constant, or at leastsubstantially constant, crankcase volume (where the crankcase volumeincludes the volume of the tank 4124 as well as the crankcase 4122),thereby allowing for the free exchange of volume, that is, oil (or otherlubricant) for air and air for oil, particularly when tilting of theoutboard motor 2500 from an operating position (e.g., from the first orstandard operating opposition of FIGS. 41-43) to a storage position(e.g., the first storage position of FIGS. 48-49) occurs. Moreover, aclosed system desirably avoids the venting of vapors (or at leastsubstantially limits the extent to which there is venting of vapors)from the crankcase 4122 to the outside environment and thus isadvantageous from an emissions standpoint. The rate of oil exchangebetween the crankcase 4122 to the tank 4124 is generally limited orotherwise governed by the size of the connecting lubricant lines 4126a-b and the vent line, which as noted above can vary depending upon theembodiment (and can vary to convenience). Similarly, the angle at whichoil is transferred from the crankcase to the tank (and back) can vary toconvenience and is generally governed by the geometry and relativepositioning of the tank and the connecting lines.

Depending upon the embodiment, the use of the tank 4124 or a similartank in an outboard motor such as the outboard motor 2500 can providevarious advantages. The embodiment of the outboard motor 2500 and tank4124 shown in FIGS. 41-51 is particularly advantageous in that, when theoutboard motor 2500 (and engine 2604 thereof) is mounted in an outboardconfiguration and tilted or otherwise positioned into a storageposition, an amount (up to and including all or substantially all) ofthe engine oil does not pour out of the oil sump of the outboard motor2500 and into the crankcase 4122, even as the cylinders 4118 of theengine reach a near horizontal position (e.g., tilted up to an angle of70 degrees), instead of running into one or more of the cylinders (andparticularly combustion chambers acted upon by respective pistons withinthose cylinders) which could potentially be undesirable in terms ofadversely affecting engine operational performance or leading tohydraulic locking or stressing upon various engine components such asconnecting rods of the engine. Indeed, in the present embodiment, thetank 4124 is configured so that oil enters the tank so as to avoidreaching or entering (or so as to avoid substantially reaching orentering) even that one of the cylinders 4118 of the engine 2604 thatmay be at a lowest position due to the particular storage position ofthe engine (e.g., that one of the cylinders that is most forward in theV-type engine 2604 and on the starboard side of that engine when in thesecond storage position shown in FIG. 51, where in such case that onecylinder could potentially be arranged such that its cylinder axis wassubstantially horizontal). In at least some embodiments, no more than10% of the total engine oil can proceed from the engine into the tank4124 until the outboard motor 2500 has been trimmed to an angle of more30 degrees off of the vertical axis 4106 (so that the tank does not“steal” oil). The tank 4124 is helpful for storing oil when the outboardmotor is in a storage position, and also due to its configuration oilflows into and out of the tank due to the influence of gravity. Also inaccordance with at least some embodiments of the present disclosure, thetank 4124 can be configured or structured to mount or be mounted toother components of the outboard motor 2500, such as heat exchangersand/or the tank 4124 can be configured or structured to receive hot oil(e.g., oil that is heated to approximately 300 degrees Fahrenheit).

Although numerous embodiments are disclosed above, it is envisioned thatnumerous variations to the disclosed embodiments above are possible andencompassed herein. Among other things, although embodiments of theoutboard motor 100 above envision use of an internal combustion engine(the engine 204) that is a horizontal crankshaft engine and that, in atleast some such embodiments, can be an automotive engine, in alternateembodiments the engine can be another engine including, for example, avertical crankshaft engine. Also for example, although the water pumpassembly 600 shown above is “diamond-shaped” in that it has generallyfour corners, with the impellers located at two of those corners and theinlet and one of the outlets located at the other two corners, in otherembodiments the water pump assembly could take on a different shape suchas a pentagon (e.g., where two of the vertices of the pentagon werelocations at which each of the two outlets were positioned).Additionally, it should be appreciated that any use of terms pertainingto orientation, such as with respect to a vertical and horizontal axesas described above, is for purposes of reference and understanding ofthe embodiments described above, and that such teachings are notintended to limit the scope of the present disclosure to encompassembodiments having other orientations.

Additionally, at least some example embodiments encompassed hereinrelate to an outboard motor for use with a marine vessel. The outboardmotor includes a transmission, and an engine positioned adjacent to thetransmission. The outboard motor further includes a cowling assemblyincluding at least one outer formation extending around the transmissionand the engine so as to provide a housing therefore, and a wallformation extending within the outer formation between the transmissionand the engine so as to form a barrier therebetween, so that an interiorwithin the at least one outer formation is divided into a plurality ofportions including a first portion and a second portion. Thetransmission is positioned at least partly within the first portion andthe engine is positioned at least partly within the second portion,there exists a space beneath the wall formation so that the firstportion is in fluid communication with the second portion, and the atleast one outer formation includes at least one inlet positioned at orproximate to a top of the at least one outer formation along the firstportion so as to allow the first portion to be in fluid communicationwith a region outside of the outboard motor. The outboard motor isconfigured to allow air to enter the first portion via the at least oneouter formation and to pass from the first portion into the secondportion via the space, whereby, due to the wall formation, the airentering the outboard motor via the at least one inlet must passdownward within the first portion to the space in order for the air toenter into the second portion, and due to the downward movement of theair, at least some water entering the at least one inlet along with theair proceeds downward past the space and does not enter the secondportion.

In at least some such embodiments, the cowling assembly includes atleast one outlet opening at or below a vertical level of the space,where the at least some water that does not enter the second portionexits the outboard motor by way of the at least one outlet opening.Further, in at least some such embodiments, the first portion and thetransmission are positioned aftward of the wall formation, and thesecond portion and the engine are positioned forward of the wallformation. Additionally, in at least some such embodiments, a throttleassembly is positioned also within the second portion, and an additionaloutlet opening is formed along a floor of the second portion. Further,in least some such embodiments, the throttle assembly is positioned ator proximate to a frontmost portion of the second portion, whereby thethrottle assembly is positioned away from the space, and/or the engineis a horizontal crankshaft engine.

Also, in at least some such embodiments, the air entering the secondportion via the space must proceed at least partly upward in order toreach one or both of the engine or another component of the outboardmotor. Further, in at least some such embodiments, at least someadditional water that enters the second portion along with the airceases to move upward along with the air and fails to reach the engineor another component of the outboard motor but rather then proceedsdownward within the outboard motor and exits the outboard motor by wayof the at least one outlet opening or an additional outlet opening.Additionally, in at least some embodiments, a first cross-sectional areaof the first portion through which the air proceeds downward from the atleast one inlet to the space is smaller than a second cross-sectionalarea of one or both of the space and a region within the second portionthrough which the air proceeds at least partly upward, so that a firstvelocity of the air as it proceeds downward is greater than a secondvelocity of the air as it proceeds into or at least partly upward withinthe second portion. Also, in at least some embodiments, the at least oneouter formation includes a rear wall formation, a front wall formation,a left wall formation, a right wall formation, and a roof formation,where each of the rear, front, left, and right wall formations extenddownward from the roof formation.

Further, at least some example embodiments encompassed herein relate toa water pump assembly. The water pump assembly includes a pump housinghaving an inlet and an outlet, a first impeller located within the pumphousing and configured to rotate in a rotational plane, about a firstaxis of rotation, in a first rotating direction, and a second impellerlocated within the pump housing and configured to rotate in therotational plane, about a second axis of rotation, in a second rotatingdirection that is opposite the first rotating direction.

In at least some such embodiments, the first rotating direction isclockwise and the second rotating direction is counter-clockwise and thefirst impeller and the second impeller are counter-rotating impellers.Also, in at least some such embodiments, the first impeller and thesecond impeller both rotate to draw or pull water from the pump housinginlet. Further, in at least some embodiments, the first impeller rotatesto draw a first amount of water flowing from the inlet and the secondimpeller rotates to draw a second amount of water from the inlet. Also,in at least some embodiments, the first and second impellers each areeccentrically offset. Additionally, in at least some embodiments, thepump housing outlet includes a first outlet area and a second outletarea. Also, in at least some embodiments, the first outlet area and thesecond outlet area are connected by way of a connective or connectingpassage.

Further, in at least some embodiments, the pump housing outlet includesa first outlet area and a second outlet area, where all or substantiallyall of an amount of water from the first impeller and at least some ofanother amount of water from the second impeller are discharged via thefirst outlet area, and further where all or substantially all of aremaining amount of the other amount of water from the second impelleris discharged via the second outlet area. Also, in at least someembodiments, (i) the first impeller rotates to draw a first amount ofwater flowing from the inlet and the second impeller rotates to draw asecond amount of water from the inlet, and/or (ii) the pump housingoutlet includes a first outlet area and a second outlet area, where allor substantially all of the first amount of water from the firstimpeller and at least some of the second amount of water from the secondimpeller are discharged via the first outlet area, and further where allor substantially all of a remaining amount of the second amount of waterfrom the second impeller is discharged via the second outlet area.Further, in at least some embodiments, the pump housing outlet includesa first outlet area and a second outlet area, the second outlet areastructured to discharge a volume of water that is less than, and at ahigher pressure than, another volume of water that is discharged fromthe first outlet area.

Also, in at least some such embodiments, the water pump assembly furtherincludes a first liner structure and a second liner structure, where thefirst impeller is positioned within, or substantially within, the firstliner structure and the second impeller is positioned in, orsubstantially in, the second liner structure. Additionally, in at leastsome embodiments, each of the first and second liner structure includeone or more water ports. Also, in at least some embodiments, the pumphousing includes an inlet side and an outlet side. Further, in at leastsome embodiments, the water pump assembly further includes one or morewear plates structures, a cover plate structure, at least one sealstructure, and a plurality of assembly fasteners for securing the one ormore wear plate structures, the cover plate structure, the sealstructure and the housing together. Additionally, in at least someembodiments, the at least one seal structure includes an O-ring typeseal and the plurality of assembly fasteners comprises one or morescrews.

Further, at least some example embodiments encompassed herein relate toan outboard motor (or outboard engine) that includes a water pumpassembly as described above. In at least some such embodiments, theoutboard motor includes a transmission assembly and the water pumpassembly is integrated with or into, or in proximity to, thetransmission assembly. Also, in at least some embodiments, the waterpump assembly is operably connected to the transmission assembly by ageartrain. Further, in at least some embodiments, the transmissiondrives at least one of the first and the second impellers. Additionally,in at least some embodiments, one of the first impeller and the secondimpeller is located above, and spaced apart from the other of the firstimpeller and second impeller.

At least some additional example embodiments encompassed herein relateto a vapor separating tank (VST) system. The VST system includes a firstpump configured to receive fuel at a first pressure from a fuel sourceand to output the fuel at a second pressure that is higher than thefirst pressure, and also includes a fuel reservoir coupled to the firstpump via at least one first linkage so that the fuel at the secondpressure output by the first pump is received at the fuel reservoir.Further, the VST system also includes a second pump coupled to the fuelreservoir via at least one second linkage, where the second pump isconfigured to receive the fuel at the second pressure from the fuelreservoir and to output the fuel at a third pressure that is higher thanthe second pressure, and additionally includes an output port by whichat least some of the fuel at the third pressure can be communicated fromthe VST system to an internal combustion engine. Also, the VST systemfurther includes a first pressure regulator at least indirectly coupledbetween the output port and the fuel reservoir by way of at least onethird linkage so that, if a first pressure differential across the firstpressure regulator exceeds a first predetermined threshold, a firstfluid communication path is at least temporarily established between theoutput port and the fuel reservoir via the first pressure regulator.

Additionally, in at least some such embodiments, the fuel reservoirincludes a filter by which the fuel received from the first pump isfiltered, and the fuel reservoir additionally is configured to operateas a mixer. Further, in at least some embodiments, the second pump is ahigh pressure pump and the first pump is a low pressure pump. Also, inat least some embodiments, each of the first pump and second pump is anelectrically-driven pump. Additionally, in at least some embodiments,the VST system further includes a second pressure regulator at leastindirectly coupled between the fuel reservoir and an input port of thefirst pump by way of at least one fourth linkage so that, if a secondpressure differential across the second pressure regulator exceeds asecond predetermined threshold, then a second fluid communication pathis at least temporarily established between the fuel reservoir and theinput port via the second pressure regulator. Also, in at least someembodiments, the first and second pressure regulators, the first andsecond fuel pumps, and the fuel reservoir are assembled in a unitarycomponent, with the first fuel pump having a first cylindrical axis andthe second fuel pump having a second cylindrical axis, the first andsecond cylindrical axes being substantially perpendicular to oneanother. Additionally, in at least some embodiments, the VST systemincludes a fuel cooler output port and a fuel cooler input port by whichthe VST system is capable of being coupled to a fuel cooler so that atleast one amount of the fuel that exits the fuel cooler output portreturns via the fuel cooler input port after being cooled by way of thefuel cooler, and the fuel cooler output port is at least indirectlycoupled to the first pressure regulator and the fuel cooler input portis at least indirectly coupled to the fuel reservoir. Further, in atleast some embodiments, the first pump is a diaphragm pump and thesecond pump is an electrically-driven pump.

Also, at least some example embodiments encompassed herein relate to anoutboard motor that includes a VST system as described above, where theoutboard motor includes an internal combustion engine that is a fuelinjected engine. Also, in at least some such embodiments, the outboardmotor comprises a coolant channel by which coolant is directed to theinternal combustion engine, and further comprises a fuel cooler thatextends proximate a portion of the coolant channel, where the fuelcooler is coupled between the first pressure regulator and the fuelreservoir so that a portion of the fuel passing through the firstpressure regulator in turn passes through the fuel cooler beforereturning to the fuel reservoir.

Additionally, at least some example embodiments encompassed hereinrelate to an outboard motor having a front surface and an aft surfaceand configured to be mounted on a marine vessel having a front to rearaxis, such that the front surface would face the marine vessel and theaft surface would face away from the marine vessel when in a standardoperational position. The outboard motor includes a housing having anupper and a lower portions and having an interior, and an internalcombustion engine disposed within the housing interior and that providesrotational power output via a crankshaft that extends horizontally orsubstantially horizontally in a front-to-rear direction when theoutboard motor is in the standard operational position, where the engineis further disposed substantially or entirely above a trimming axis andis steerable about a steering axis, the trimming axis beingperpendicular to or substantially perpendicular to the steering axis,and the steering axis and trimming axis both being perpendicular to orsubstantially perpendicular to the front-to-rear axis of the marinevessel. The outboard motor further includes a tank positioned within thehousing and connected to a crankcase of the engine, where the tank isconfigured such that little, if any, of an amount of the lubricant is inor provided to the tank when the engine is in the standard operationalposition.

Further, in at least some such embodiments, the tank is positioned alongor on a front of the engine, nearer the front surface of the outboardmotor than the aft surface thereof. Also, in at least some embodiments,the outboard motor is configured to be tilted about the trimming axisaway from the standard operating position to at least one additionaloperating position and at least one additional position suitable forstoring, transporting and/or limited operation of the outboard motor.Additionally, in at least some embodiments, the standard operatingposition is a position in which the trimming axis is at leastsubstantially horizontal and the steering axis is at least substantiallyvertical, with the steering axis being at least substantially parallelto and/or in line with a vertical plane passing through a center of theengine, where the outboard motor is configured to be tilted from thestandard operating position to at least one of: (i) a second operatingposition that corresponds to a position in which the outboard motor istilted, rotated or otherwise moved about the trimming axis such that asteering axis of the outboard motor as rotated is at an angle β relativeto at least one of a vertical axis and to the steering axis of theoutboard motor when in the standard operating position; (ii) a thirdoperating position that corresponds to a position in which the outboardmotor is tilted, rotated or otherwise moved about the trimming axis suchthat a steering axis of the outboard motor as rotated is greater thanthe angle β up to a maximum angle of ψ+β relative to the vertical axis,and rotated at an angle from β up to a maximum angle ψ+β relative to thesteering axis of the outboard motor when in the standard operatingposition; (iii) a first storage position that corresponds to a positionin which the outboard motor is tilted, rotated or otherwise moved aboutthe trimming axis such that a steering axis of the outboard motor asrotated is greater than the angle ψ+β up to a maximum angle of Ω+ψ+βrelative to the vertical axis, and rotated at an angle from ψ+β up to amaximum angle Ω+ψ+β relative to the steering axis of the outboard motorwhen in the standard operating position; and (iv) a second storageposition that corresponds to a position in which the outboard motor istilted, rotated or otherwise moved about the trimming axis and is alsofurther tilted, rotated or otherwise moved about the steering axis.

In at least some such embodiments, the angle β is fifteen (15) degreesoff of the vertical axis. Also, in at least some embodiments, the angleβ is the maximum rotational position of the outboard motor away from thevertical axis at which the outboard motor is in the second operatingposition, and the outboard motor is in the second operating position ifit is rotated a lesser amount less than the angle β. Further, in atleast some embodiments, the second operating position encompassespositions of the outboard motor suited for shallow water drive operationof the outboard motor in which the outboard motor can be operated at, orsubstantially at, full propulsion or full power. Also, in at least someembodiments, the tank is configured or structured so that thelubricant/oil utilized by the engine remains in the crankcase duringshallow water drive operation, and very little or none of the enginelubricant/oil enters or remains within the tank. Further, in at leastsome embodiments, the tank is connected to the engine via one or moreoil lines that having a relatively low positioning relative to theremainder of the tank and the relatively high positioning of at leastmost of the tank relative to the one or more oil lines as well asrelative to large sections of the internal combustion engine. Also, inat least some embodiments, the angle ψ is ten (10) degrees off of thesteering axis, and the angle ψ+β is twenty-five (25) degrees off of thevertical axis. Additionally, in at least some embodiments, the angle ψ+βis the maximum rotational position of the outboard motor away from thevertical axis at which the outboard motor can still be considered to bein the third operating position in this embodiment, and the outboardmotor is in the third operating position if it is rotated a lesseramount less than the angle ψ+β down to the angle β. Further, in at leastsome embodiments, the third operating position encompasses positions ofthe outboard motor in which the outboard motor can be operated atlimited propulsion or limited power.

Also, in at least some embodiments, the tank is configured or structuredso that all or substantially all of the lubricant/oil in the crankcaseremains in the crankcase during such shallow water drive operation.Further, in at least some embodiments, the tank is connected to theengine via one or more oil lines having a relatively low positioningrelative to the remainder of the tank and to the relatively highpositioning of at least most of the tank relative to the one or more oillines as well as relative to large sections of the internal combustionengine. Additionally, in at least some embodiments, the angle Ω isforty-five (45) degrees off of the steering axis, and Ω+ψ+β is seventy(70) degrees off of the vertical axis. Further, in at least someembodiments, the angle Ω is the maximum rotational position of theoutboard motor away from the vertical axis at which the outboard motorcan still be considered to be in the first storage position, and theoutboard motor is in the first storage position if it is rotated alesser amount less than the angle Ω+ψ+β down to the angle ψ+β.

Also, in at least some embodiments, the first storage positioncorresponds to a position of the outboard motor in which the outboardmotor is serviced, or transported, from one location to another.Further, in at least some embodiments, the second storage positioncorresponds to a position of the outboard motor that is particularlysuitable when the outboard motor is being stored, serviced, ortransported from one location to another. Additionally, in at least someembodiments, the tank is configured to receive some or all of thelubricant from the crankcase when the outboard motor is positioned inone or both of the first and second storage positions. Further, in atleast some embodiments, the tank is sized to hold a quantity of oil orother lubricant needed to prevent one or more of the cylinders fromfilling up with oil/lubricant, when the outboard motor is positioned inone or both of the first and second storage positions. Additionally, inat least some embodiments, the tank is configured such that an amount oflubricant can flow into the tank when the engine is tilted to the one orboth of the first and the second storage positions and the amount oflubricant can flow out of the tank when the engine is repositioned to atleast one of the standard, second and third operating positions.Further, in at least some embodiments, the internal combustion engine isan automotive engine suitable for use in an automotive application.Also, in at least some embodiments, one or more of the following is/aretrue: (a) the internal combustion engine is one of an 8-cylinder V-typeinternal combustion engine; (b) the internal combustion engine isoperated in combination with an electric motor so as to form a hybridmotor; (c) the rotational power output from the internal combustionengine exceeds 550 horsepower; and (d) the rotational power output fromthe internal combustion engine is within a range from at least 557horsepower to at least 707 horsepower.

It is further specifically intended that the present invention not belimited to the embodiments and illustrations contained herein and in theaddenda attached hereto, but include modified forms of those embodimentsincluding portions of the embodiments and combinations of elements ofdifferent embodiments as come within the scope of the following claims.

We claim:
 1. An outboard motor having a front surface and an aft surfaceand configured to be mounted on a marine vessel having a front to rearaxis, such that the front surface would face the marine vessel and theaft surface would face away from the marine vessel when in a standardoperational position, the outboard motor comprising: a housing having anupper and a lower portions and having an interior; an internalcombustion engine disposed within the housing interior and that providesrotational power output via a crankshaft that extends horizontally orsubstantially horizontally in a front-to-rear direction when theoutboard motor is in the standard operational position and the engine isfurther disposed substantially or entirely above a trimming axis and issteerable about a steering axis, the trimming axis being perpendicularto or substantially perpendicular to the steering axis, and the steeringaxis and trimming axis both being perpendicular to or substantiallyperpendicular to the front-to-rear axis of the marine vessel; a tankpositioned within the housing and connected to a crankcase of theengine; wherein the tank is configured such that little, if any, of anamount of the lubricant is in or provided to the tank when the engine isin the standard operational position.
 2. The outboard motor of claim 1,wherein the tank is positioned along or on a front of the engine, nearerthe front surface of the outboard motor than the aft surface thereof. 3.The outboard motor of claim 1, wherein, the outboard motor configured tobe tilted about the trimming axis away from the standard operatingposition to at least one additional operating position and at least oneadditional position suitable for storing, transporting and/or limitedoperation of the outboard motor.
 4. The outboard motor of claim 1,wherein the standard operating position is a position in which thetrimming axis is at least substantially horizontal and the steering axisis at least substantially vertical, and with the steering axis being atleast substantially parallel to and/or in line with a vertical planepassing through a center of the engine, and wherein the outboard motoris configured to be tilted from the standard operating position to atleast one of: (i) a second operating position that corresponds to aposition in which the outboard motor is tilted, rotated or otherwisemoved about the trimming axis such that a steering axis of the outboardmotor as rotated is at an angle β relative to at least one of a verticalaxis and to the steering axis of the outboard motor when in the standardoperating position; (ii) a third operating position that corresponds toa position in which the outboard motor is tilted, rotated or otherwisemoved about the trimming axis such that a steering axis of the outboardmotor as rotated is greater than the angle β up to a maximum angle ofψ+β relative to the vertical axis, and rotated at an angle from β up toa maximum angle ψ+β relative to the steering axis of the outboard motorwhen in the standard operating position; (iii) a first storage positionthat corresponds to a position in which the outboard motor is tilted,rotated or otherwise moved about the trimming axis such that a steeringaxis of the outboard motor as rotated is greater than the angle ψ+β upto a maximum angle of Ω+ψ+β relative to the vertical axis, and rotatedat an angle from ψ+β up to a maximum angle Ω+ψ+β relative to thesteering axis of the outboard motor when in the standard operatingposition; and (iv) a second storage position that corresponds to aposition in which the outboard motor is tilted, rotated or otherwisemoved about the trimming axis and is also further tilted, rotated orotherwise moved about the steering axis.
 5. The outboard motor of claim4, wherein the angle β is fifteen (15) degrees off of the vertical axis.6. The outboard motor of claim 4, wherein the angle β is the maximumrotational position of the outboard motor away from the vertical axis atwhich the outboard motor is in the second operating position, andwherein the outboard motor is in the second operating position if it isrotated a lesser amount less than the angle β.
 7. The outboard motor ofclaim 4 wherein the second operating position encompasses positions ofthe outboard motor suited for shallow water drive operation of theoutboard motor in which the outboard motor can be operated at, orsubstantially at, full propulsion or full power.
 8. The outboard motorof claim 7, wherein the tank is configured or structured so that thelubricant/oil utilized by the engine remains in the crankcase duringshallow water drive operation, and very little or none of the enginelubricant/oil enters or remains within the tank.
 9. The outboard motorof claim 8, wherein the tank is connected to the engine via one or moreoil lines that having a relatively low positioning relative to theremainder of the tank and the relatively high positioning of at leastmost of the tank relative to the one or more oil lines as well asrelative to large sections of the internal combustion engine.
 10. Theoutboard motor of claim 4, wherein the angle ψ is ten (10) degrees offof the steering axis, and the angle ψ+β is twenty-five (25) degrees offof the vertical axis.
 11. The outboard motor of claim 4, wherein theangle ψ+β is the maximum rotational position of the outboard motor awayfrom the vertical axis at which the outboard motor can still beconsidered to be in the third operating position in this embodiment, andwherein the outboard motor is in the third operating position if it isrotated a lesser amount less than the angle ψ+β down to the angle β. 12.The outboard motor of claim 4, wherein the third operating positionencompasses positions of the outboard motor in which the outboard motorcan be operated at limited propulsion or limited power, and wherein thetank is configured or structured so that all or substantially all of thelubricant/oil in the crankcase remains in the crankcase during suchshallow water drive operation.
 13. The outboard motor of claim 12,wherein the tank is connected to the engine via one or more oil lineshaving a relatively low positioning relative to the remainder of thetank and to the relatively high positioning of at least most of the tankrelative to the one or more oil lines as well as relative to largesections of the internal combustion engine.
 14. The outboard motor ofclaim 4, wherein the angle Ω is forty-five (45) degrees off of thesteering axis, and Ω+ψ+β is seventy (70) degrees off of the verticalaxis.
 15. The outboard motor of claim 4, wherein the angle Ω is themaximum rotational position of the outboard motor away from the verticalaxis at which the outboard motor can still be considered to be in thefirst storage position, and wherein the outboard motor is in the firststorage position if it is rotated a lesser amount less than the angleΩ+ψ+β down to the angle ψ+β.
 16. The outboard motor of claim 4, whereinthe first storage position corresponds to a position of the outboardmotor in which the outboard motor is serviced, or transported, from onelocation to another, and wherein the second storage position correspondsto a position of the outboard motor that is particularly suitable whenthe outboard motor is being stored, serviced, or transported from onelocation to another.
 17. The outboard motor of claim 4, wherein the tankis configured to receive some or all of the lubricant from the crankcasewhen the outboard motor is positioned in one or both of the first andsecond storage positions, or wherein the tank is sized to hold aquantity of oil or other lubricant needed to prevent one or more of thecylinders from filling up with oil/lubricant, when the outboard motor ispositioned in one or both of the first and second storage positions. 18.The outboard motor of claim 4 wherein the tank is configured such thatan amount of lubricant can flow into the tank when the engine is tiltedto the one or both of the first and the second storage positions and theamount of lubricant can flow out of the tank when the engine isrepositioned to at least one of the standard, second and third operatingpositions.
 19. The outboard motor of claim 1, wherein the internalcombustion engine is an automotive engine suitable for use in anautomotive application.
 20. The outboard motor of claim 19, wherein atleast one of: (a) the internal combustion engine is one of an 8-cylinderV-type internal combustion engine; (b) the internal combustion engine isoperated in combination with an electric motor so as to form a hybridmotor; (c) the rotational power output from the internal combustionengine exceeds 550 horsepower; and (d) the rotational power output fromthe internal combustion engine is within a range from at least 557horsepower to at least 707 horsepower.